Vehicle thermal management system, and vehicle

Abstract

A vehicle thermal management system (100), and a vehicle (1000). The vehicle thermal management system comprises: a compressor (10), a first heat exchanger (21), a first expansion valve (31) and a second heat exchanger (22), the compressor, the first heat exchanger, the first expansion valve and the second heat exchanger being connected to form a passenger compartment refrigeration loop (101); a storage tank (50), which is disposed on the passenger compartment refrigeration loop and can store a refrigerant flowing therethrough; and a power supply component and a refrigerant pump (60), the refrigerant pump being in communication with the storage tank, and the storage tank, the refrigerant pump the power supply component being connected to form a power supply component refrigeration loop, and the refrigerant pump being suitable for pumping the liquid refrigerant in the storage tank into the power supply component refrigeration loop, so as to cool the power supply component. The described vehicle thermal management system can alleviate the problems of a battery thermal management system being complex, costs being high, and heat exchange efficiency being low.

Description

Thermal management system of vehicle and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure is based on and claims the priority of Chinese patent application with application number 202323154346.0 and application date November 21, 2023. The entire content of the Chinese patent application is hereby incorporated into this disclosure as a reference. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a vehicle thermal management system and a vehicle. Background Art

[0004] Energy conservation and emission reduction are key to the sustainable development of the automotive industry. Electric vehicles, due to their energy-saving and environmentally friendly advantages, have become a crucial component of this sector's sustainable development. Thermal management for electric vehicles typically utilizes two media: refrigerant and coolant, forming a refrigerant system and a coolant system. The coolant system requires additional components such as an expansion tank, and requires procedures such as coolant filling, venting, and level monitoring. The coolant system also requires secondary heat exchange, resulting in certain efficiency losses, complex systems, high costs, and low heat exchange efficiency.

[0005] Summary of the Invention

[0006] In view of the above problems, the present application provides a vehicle thermal management system and a vehicle, which can alleviate the problems of complexity, high cost and low heat exchange efficiency of battery thermal management systems.

[0007] In the first aspect, the present application provides a vehicle thermal management system, comprising: a compressor, a first heat exchanger, a first expansion valve and a second heat exchanger, wherein the compressor, the first heat exchanger, the first expansion valve and the second heat exchanger are connected to form a passenger compartment refrigeration circuit; a storage tank, wherein the storage tank is arranged on the passenger compartment refrigeration circuit and can store refrigerant flowing through it; a power supply component and a refrigerant pump, wherein the refrigerant pump is connected to the storage tank, and the storage tank, the refrigerant pump and the power supply component are connected to form a power supply component refrigeration circuit, and the refrigerant pump is suitable for pumping the liquid refrigerant in the storage tank into the power supply component refrigeration circuit to dissipate heat and cool the power supply component.

[0008] In the technical solution of the embodiment of the present application, a single refrigerant is used to simplify the entire thermal management system, eliminate coolant, and eliminate the need for water pumps, water valves, expansion kettles and other parts, which can reduce costs. There is no need to add coolant, and only refrigerant needs to be vacuumed and added, which simplifies the exhaust risk caused by coolant filling. Under the action of the refrigerant pump and the storage tank for storing the refrigerant, the refrigerant dissipates heat to the passenger compartment and power supply components. The whole process is completed using a single refrigerant, which is a primary heat exchange. Compared with the secondary heat exchange using coolant, it can improve the heat exchange efficiency and reduce the energy consumption of the system.

[0009] In some embodiments, the power supply component includes: an electric drive assembly and a radiator. The power supply component refrigeration circuit includes a first electric drive refrigeration circuit. The storage tank, the refrigerant pump, the electric drive assembly, and the radiator are connected to form the first electric drive refrigeration circuit. The refrigerant pump is suitable for pumping liquid refrigerant in the storage tank into the first electric drive refrigeration circuit to dissipate heat and cool the electric drive assembly. In the above technical solution, heat dissipation and cooling of the electric drive assembly can be achieved.

[0010] In some embodiments, the power supply component refrigeration circuit includes a second electric drive refrigeration circuit, the thermal management system also includes a second expansion valve, and a first on-off valve is provided between the electric drive assembly and the radiator for controlling the on-off connection between the electric drive assembly and the radiator. When the first on-off valve disconnects the electric drive assembly from the radiator, the electric drive assembly is connected to the compressor, and the compressor, the first heat exchanger, the second expansion valve, and the electric drive assembly are connected to form the second electric drive refrigeration circuit. In the above technical solution, there is no need to turn on the refrigerant pump. The refrigerant can be used to directly circulate and refrigerate the electric drive assembly through the compressor, which can further improve the cooling effect of the electric drive assembly.

[0011] In some embodiments, the power supply component refrigeration circuit includes a third electric drive refrigeration circuit, and further includes: a first three-way valve, the first three-way valve being connected to the electric drive assembly, the radiator, and the storage tank. When the first three-way valve controls the electric drive assembly to be disconnected from the radiator, it controls the electric drive assembly to be connected to the storage tank. The storage tank, the refrigerant pump, and the electric drive assembly are connected to form the third electric drive refrigeration circuit. In the above technical solution, under the action of the refrigerant pump, the refrigerant in the storage tank directly dissipates heat and cools the electric drive assembly, thereby improving the heat dissipation effect on the electric drive assembly.

[0012] In some embodiments, the power supply component further includes a battery, which includes a battery heat exchanger for exchanging heat from the battery. The battery heat exchanger is disposed between the first heat exchanger and the compressor, and a third expansion valve is disposed between the battery heat exchanger and the first heat exchanger. The power supply component refrigeration circuit further includes a battery refrigeration circuit, wherein the compressor, the first heat exchanger, the third expansion valve, and the battery heat exchanger are connected to form the battery refrigeration circuit. In the above technical solution, the refrigerant is utilized to directly circulate refrigeration through the compressor to the battery, and a single refrigerant can be used as the medium. This reduces costs while achieving direct cooling of the battery and improving the cooling effect on the battery.

[0013] In some embodiments, the storage tank is connected to the battery refrigeration circuit. In the above technical solution, the multiple refrigeration circuits are interconnected to achieve a combination of a heat pump system and a refrigerant system, and a single refrigerant can be used to dissipate heat and cool the passenger compartment, electric drive assembly, and battery.

[0014] In some embodiments, the outlet of the compressor is connected to the battery heat exchanger, and a second on-off valve is provided between the outlet of the compressor and the battery heat exchanger. The battery heat exchanger is connected to the electric drive assembly, and a first control valve is provided between the battery heat exchanger and the electric drive assembly. The third expansion valve is located between the battery heat exchanger and the first control valve. When the second on-off valve controls the outlet of the compressor to connect to the battery heat exchanger and the first control valve controls the battery heat exchanger to connect to the electric drive assembly, the compressor, the battery heat exchanger, the third expansion valve, and the electric drive assembly are connected to form a first battery heating circuit, and / or the compressor, the battery heat exchanger, the third expansion valve, the electric drive assembly, and the radiator are connected to form a second battery heating circuit. In the above technical solution, there is no need to set up a heating structure such as a PTC heater. By controlling the opening and closing of different valves to switch the flow path, the battery is heated and the temperature is increased. In the process of heating the battery, the heat of the electric drive assembly can be recovered, thereby improving energy utilization.

[0015] In some embodiments, a second control valve is provided between the battery heat exchanger and the compressor inlet. The second control valve is used to control the on / off or opening degree of the connection between the battery heat exchanger and the compressor. In the above technical solution, the second control valve may be an expansion valve. By controlling the opening degree of the expansion valve, hot gas from the compressor can be bypassed to improve the heating effect. The second control valve may also be an on / off valve. When the battery is heating, the on / off valve is controlled to close. When the battery is cooling, the on / off valve is controlled to open. This allows the battery to heat or cool.

[0016] In some embodiments, the system further includes: a third heat exchanger, the third heat exchanger being disposed in the passenger compartment refrigeration circuit and located between the compressor and the first heat exchanger, wherein the third heat exchanger is disposed adjacent to the second heat exchanger. In the above technical solution, when cooling the passenger compartment, the refrigerant compressed by the compressor is condensed through the third heat exchanger and the first heat exchanger. The condensed refrigerant is then passed through the first expansion valve into the second heat exchanger, where it evaporates. The fan can then blow the cold air from the second heat exchanger into the passenger compartment, thereby cooling the passenger compartment.

[0017] In some embodiments, a fourth expansion valve is provided between the third heat exchanger and the first heat exchanger, and the compressor, the third heat exchanger, the fourth expansion valve, the first heat exchanger, and the storage tank are connected to form a first passenger compartment heating circuit; and / or, the third heat exchanger is connected to the electric drive assembly and a fifth expansion valve is provided between the third heat exchanger and the electric drive assembly, and the compressor, the third heat exchanger, the fifth expansion valve, the electric drive assembly, and the storage tank are connected to form a second passenger compartment heating circuit. In the above technical solution, there is no need to provide a heating structure such as a PTC. By controlling the opening and closing of different valves to switch the flow path, the passenger compartment can be heated and heated. During the heating process of the passenger compartment, the heat of the electric drive assembly can be recovered, thereby improving energy utilization.

[0018] In some embodiments, the storage tank has a first inlet, a first outlet, a second inlet, and a second outlet. The first inlet and the first outlet are located in the passenger compartment refrigeration circuit, and the second inlet and the second outlet are located in the first electric drive refrigeration circuit. The refrigerant pump is connected to the second outlet for pumping out the liquid refrigerant in the storage tank. In the above technical solution, by providing a storage tank with two inlets and two outlets, the passenger compartment refrigeration circuit and the first electric drive refrigeration circuit are integrated, thereby facilitating the circulation of refrigerant in the passenger compartment refrigeration circuit and the first electric drive refrigeration circuit.

[0019] In some embodiments, the storage tank further has a third inlet, which, together with the first outlet, connects the storage tank to the battery cooling circuit of the thermal management system. In this technical solution, the provision of the third inlet connects the battery cooling circuit to the entire thermal management system, enabling integrated battery cooling and heating.

[0020] In some embodiments, the storage tank is a liquid storage tank, which is located between the first heat exchanger and the first expansion valve. In the above technical solution, liquid refrigerant can be passed to the first expansion valve and then to the second heat exchanger. The liquid storage capacity of the liquid storage tank can also be used to balance and stabilize the refrigerant circulation volume within the system, ensuring normal operation of the entire system.

[0021] In some embodiments, the storage tank is a gas-liquid separator, which is positioned between the second heat exchanger and the compressor. In the above technical solution, this allows gaseous refrigerant to be passed into the compressor, reducing the impact of liquid refrigerant entering the compressor and affecting its operation. The liquid storage capacity of the gas-liquid separator is utilized to balance and stabilize the refrigerant circulation volume within the system, ensuring normal operation of the entire system.

[0022] In a second aspect, the present application provides a vehicle, including the vehicle thermal management system in the above embodiment.

[0023] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0025] FIG1 is a schematic diagram of a vehicle in the related art;

[0026] 2 to 7 are schematic diagrams of thermal management systems provided in some embodiments of the present application;

[0027] FIG8 is a schematic diagram of a refrigeration circuit of the thermal management system shown in FIG7 ;

[0028] FIG9 is a schematic diagram of a battery heating circuit of the thermal management system shown in FIG7 ;

[0029] FIG10 is a schematic diagram of a passenger compartment heating circuit of the thermal management system shown in FIG7 ;

[0030] 11-13 are schematic diagrams of storage tanks provided in some embodiments of the present application.

[0031] 10. REFERENCE NUMERALS: Thermal management system 100, battery 200, vehicle 1000, passenger compartment cooling circuit 101, first electric drive cooling circuit 102, second electric drive cooling circuit 103, third electric drive cooling circuit 104, battery cooling circuit 105, first battery heating circuit 106, second battery heating circuit 107, first passenger compartment heating circuit 108, second passenger compartment heating circuit 109, compressor 10, first heat exchanger 21, second heat exchanger 22, third heat exchanger 23, electric drive assembly 24, radiator 25, battery heat exchanger 26, electronic control device 27, first expansion valve 31, second expansion valve 32, third expansion valve 33, fourth expansion valve 34, fifth expansion valve 35, first on-off valve 41, second on-off valve 42, first control valve 43, second control valve 44, first three-way valve 45, Storage tank 50 , liquid storage tank 501 , gas-liquid separator 502 , first inlet 51 , first outlet 52 , second inlet 53 , second outlet 54 , third inlet 55 , and refrigerant pump 60 . DETAILED DESCRIPTION

[0032] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0033] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0034] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0035] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, or B exists alone. Additionally, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0036] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0037] The term "plurality" used in this application refers to two or more (including two).

[0038] Currently, from the perspective of market development prospects and application trends, batteries have been widely used in various fields due to their advantages such as high energy density, high power density, high cycle life, and long storage time. For example, they are applied to various energy storage power systems such as hydropower, thermal power, wind power, and solar power stations. They also provide power for high-power devices such as electric bicycles, electric motorcycles, and electric vehicles, as well as military equipment and aerospace fields.

[0039] Taking a vehicle as an example, please refer to Figure 1, which is a schematic diagram of a vehicle. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, or an extended-range electric vehicle, among others. A battery 200 is disposed within the vehicle 1000. The battery 200 can be fixedly mounted on the body of the vehicle 1000, for example, the battery 200 can be fixedly mounted on the bottom, front, or rear of the vehicle 1000. The battery 200 can be used to power the vehicle 1000, for example, the battery 200 can serve as the vehicle's operating power source. The vehicle 1000 may also include a controller and an electric drive assembly 24. The electric drive assembly 24 includes a motor, a reducer, a controller, etc. The controller is used to control the battery to power the motor, for example, to meet the vehicle's starting, navigation, and operating power requirements during driving. The battery 200 can serve not only as the vehicle's operating power source, but also as the vehicle's driving power source, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle 1000. The vehicle 1000 also includes a thermal management system 100, which is used to dissipate heat or increase the temperature of the passenger compartment in the vehicle body, components in the electric drive assembly 24, and the battery 200 to meet driving needs.

[0040] In current vehicles, the thermal management system 100 usually uses two media, refrigerant and coolant, to form a refrigerant system and a coolant system respectively. The coolant system requires additional components such as an expansion kettle, and requires coolant filling, exhaust, and liquid level monitoring. The coolant system requires secondary heat exchange, which has a certain efficiency loss, and there are problems such as complex system, high cost and low heat exchange efficiency.

[0041] To address the above technical issues, the present application provides a vehicle thermal management system 100, as shown in Figures 2-10. Figures 2-7 are schematic diagrams of multiple embodiments of the thermal management system 100 of the present application; Figure 8 is a schematic diagram of the refrigeration circuit of the thermal management system shown in Figure 7; Figure 9 is a schematic diagram of the battery heating circuit of the thermal management system shown in Figure 7; and Figure 10 is a schematic diagram of the passenger compartment heating circuit of the thermal management system shown in Figure 7. The thermal management system 100 of the vehicle 1000 includes: a compressor 10, a first heat exchanger 21, a first expansion valve 31, and a second heat exchanger 22. The compressor 10, the first heat exchanger 21, the first expansion valve 31, and the second heat exchanger 22 are connected to form a passenger compartment refrigeration circuit 101.

[0042] The thermal management system 100 further includes a storage tank 50 , which is provided on the passenger compartment refrigeration circuit 101 and can store the refrigerant flowing therethrough.

[0043] The thermal management system 100 also includes a power supply component and a refrigerant pump 60. The refrigerant pump 60 is connected to the storage tank 50, and the storage tank 50, the refrigerant pump 60, and the power supply component are connected to form a power supply component refrigeration circuit. The refrigerant pump 60 is suitable for pumping the liquid refrigerant in the storage tank 50 into the power supply component refrigeration circuit to dissipate heat and cool the power supply component.

[0044] The storage tank 50 is a component with the function of storing refrigerant. The storage tank 50 is connected to both the passenger compartment refrigeration circuit 101 and the first electric drive refrigeration circuit 102. The storage tank 50 can be a liquid storage tank 501 or a gas-liquid separator 502. The storage tank 50 can store gaseous and / or liquid refrigerant on the passenger compartment refrigeration circuit 101, and can store liquid refrigerant.

[0045] The power supply components include an electric drive assembly including a motor, an on-board charger (OBC), an electronic control device 27 including a DC-to-DC converter, and a battery that can convert chemical energy into electrical energy. The power supply components will generate a certain amount of heat during operation, and the power supply components have a heat exchange channel for the flow of heat exchange medium.

[0046] The refrigerant pump 60 can drive the refrigerant that needs to flow through the power supply component, thereby ensuring that the refrigerant can flow through the power supply component. Under the action of the refrigerant pump 60, the liquid refrigerant in the storage tank 50 can circulate in the refrigeration circuit of the power supply component, thereby achieving heat dissipation and cooling of the power supply component, that is, using a refrigerant as a medium to achieve heat exchange in the entire thermal management system 100. Compared with the existing technology, there is no need to add additional coolant, which reduces the types of circulating media in the thermal management system 100. At the same time, it avoids secondary heat exchange caused by multiple heat exchange media, thereby avoiding a decrease in heat exchange efficiency. The refrigerant pump 60 here can be a fluorine pump.

[0047] In the above technical solution, by using a single refrigerant, the entire thermal management system 100 is simplified, the coolant is eliminated, and there is no need to set up parts such as water pumps, water valves, and expansion kettles, which can reduce costs. There is no need to add coolant, and only refrigerant needs to be vacuumed and added, which simplifies the exhaust risk caused by coolant filling; under the action of the refrigerant pump 60 and the storage tank 50 for storing the refrigerant, the refrigerant dissipates heat to the passenger compartment and the electric drive assembly 24, and the whole is completed using a single refrigerant, which is a primary heat exchange. Compared with the secondary heat exchange using coolant, it can improve the heat exchange efficiency and reduce the energy consumption of the system.

[0048] As shown in Figures 2 to 5, in some embodiments, the power supply component includes an electric drive assembly 24 and a radiator 25, the power supply component refrigeration circuit includes a first electric drive refrigeration circuit 102, and the storage tank 50, the refrigerant pump 60, the electric drive assembly 24 and the radiator 25 are connected to form the first electric drive refrigeration circuit 102, and the refrigerant pump 60 is suitable for pumping the liquid refrigerant in the storage tank 50 into the first electric drive refrigeration circuit 102 to dissipate heat and cool the electric drive assembly 24.

[0049] The electric drive assembly 24 includes a motor, a reducer, a controller, etc. The electric drive assembly 24 has a heat exchange structure, which can be connected to the storage tank 50 so that the refrigerant mainly flows through the heat exchange structure to cool the electric drive assembly 24.

[0050] Specifically, as shown in Figures 2 and 3, the first heat exchanger 21 may be a condenser, and the second heat exchanger 22 may be an evaporator. The outlet of the compressor 10 is connected to the first heat exchanger 21, and the inlet of the compressor 10 is connected to the second heat exchanger 22. The storage tank 50 is disposed between the first heat exchanger 21 and the first expansion valve 31. Here, the storage tank 50 may be a liquid storage tank 501. The flow path of the refrigerant is shown in the arrow direction in Figure 2. The compressor 10 compresses the low-temperature, low-pressure refrigerant to form high-temperature, high-pressure refrigerant. After passing through the condenser, the condensation temperature of the refrigerant decreases and the refrigerant flows to the storage tank 50. The storage tank 50 can store the refrigerant to a certain extent. A portion of the refrigerant flows through the first outlet 52 of the storage tank 50 to the first expansion valve 31 and the evaporator. The evaporator is connected to the inlet of the compressor 10, and the refrigerant can be evaporated to form a low-temperature, low-pressure gaseous refrigerant that is passed into the compressor 10, thereby completing the circulation of the passenger compartment refrigeration circuit 101. The evaporator is disposed in the vehicle body. The fan can blow the cold air from the evaporator into the passenger compartment to achieve cooling of the passenger compartment.

[0051] When the refrigerant pump 60 is turned on, the refrigerant stored in the storage tank 50 enters the first electric drive refrigeration circuit 102 through the second outlet 54 of the storage tank 50, is pumped to the electric drive assembly 24 and the radiator 25 under the action of the refrigerant pump 60, and finally flows back into the storage tank 50, thereby completing the circulation of the first electric drive refrigeration circuit 102. The refrigerant in the storage tank 50 can absorb the heat of the electric drive assembly 24 when flowing through the electric drive assembly 24, thereby achieving the effect of dissipating heat and cooling the electric drive assembly 24. In addition, when flowing through the radiator 25, the absorbed heat of the electric drive assembly 24 can be dissipated, thereby circulating.

[0052] As shown in Figures 4 and 5, the first heat exchanger 21 may be a condenser, and the second heat exchanger 22 may be an evaporator. The outlet of the compressor 10 is in communication with the first heat exchanger 21, and the inlet of the compressor 10 is in communication with the second heat exchanger 22. A storage tank 50 is provided between the second heat exchanger 22 and the compressor 10. The storage tank 50 may be a gas-liquid separator 502. The flow path of the refrigerant is shown in the arrow direction in Figure 4. The compressor 10 compresses the low-temperature, low-pressure refrigerant to form high-temperature, high-pressure refrigerant. The refrigerant condenses after passing through the condenser and flows through the first expansion valve 31 to the evaporator. The refrigerant evaporates at the evaporator to form low-temperature, low-pressure refrigerant. The evaporated refrigerant enters the storage tank 50, which can store the refrigerant to a certain extent. A portion of the refrigerant flows through the first outlet 52 of the storage tank 50 to the inlet of the compressor 10, thereby completing the circulation of the passenger compartment refrigeration circuit 101. The evaporator is provided in the vehicle body. The fan can blow the cold air from the evaporator into the passenger compartment to cool the passenger compartment.

[0053] When the refrigerant pump 60 is turned on, the refrigerant stored in the storage tank 50 enters the first electric drive refrigeration circuit 102 through the second outlet 54 of the storage tank 50, is pumped to the electric drive assembly 24 and the radiator 25 under the action of the refrigerant pump 60, and finally flows back into the storage tank 50, thereby completing the circulation of the first electric drive refrigeration circuit 102. The refrigerant in the storage tank 50 can absorb the heat of the electric drive assembly 24 when flowing through the electric drive assembly 24, thereby achieving the effect of dissipating heat and cooling the electric drive assembly 24. In addition, when flowing through the radiator 25, the absorbed heat of the electric drive assembly 24 can be dissipated, thereby circulating.

[0054] In the above embodiment, the passenger compartment refrigeration circuit 101 and the first electric drive refrigeration circuit 102 can operate simultaneously, or the passenger compartment refrigeration circuit 101 can operate while the first electric drive refrigeration circuit 102 does not operate, or the passenger compartment refrigeration circuit 101 does not operate while the first electric drive refrigeration circuit 102 operates; when the refrigerant flows through the first electric drive refrigeration circuit 102, the refrigerant can absorb the heat of the electric drive assembly 24 to achieve heat dissipation and cooling of the electric drive assembly 24; in addition, the storage tank 50 is arranged upstream of the refrigerant pump 60, thereby meeting the supercooling requirements of the refrigerant pump 60 and preventing cavitation of the refrigerant pump 60. The refrigerant may not undergo phase change in this flow path; however, in particular, the refrigerant may undergo phase change in this flow path to provide stronger heat transfer capacity and efficiency.

[0055] As shown in FIG3 , in some embodiments, the power supply component refrigeration circuit includes a second electric drive refrigeration circuit, the thermal management system 100 further includes a second expansion valve 32, and a first on-off valve 41 is provided between the electric drive assembly 24 and the radiator 25. When the first on-off valve 41 disconnects the electric drive assembly 24 from the radiator 25, the electric drive assembly 24 is connected to the compressor 10. The compressor 10, the first heat exchanger 21, the second expansion valve 32, and the electric drive assembly 24 are connected to form the second electric drive refrigeration circuit 103. Preferably, a control valve (not shown in FIG3 ) is further provided between the electric drive assembly 24 and the compressor 10 for controlling the on-off of the second electric drive refrigeration circuit 103.

[0056] As shown in Figure 3, the first heat exchanger 21 can be a condenser, the second heat exchanger 22 is an evaporator, and the storage tank 50 is arranged between the first heat exchanger 21 and the first expansion valve 31. The storage tank 50 is a liquid storage tank 501. The inlet of the second expansion valve 32 is connected to the pipeline between the liquid storage tank 501 and the first expansion valve 31, and the outlet of the second expansion valve 32 is connected to the electric drive assembly 24, which can be connected to the heat exchange structure of the electric drive assembly 24. Thus, the compressor 10, the condenser, the second expansion valve 32, and the electric drive assembly 24 are connected to form a second electric drive refrigeration circuit 103.

[0057] Specifically, when the first on-off valve 41 disconnects the electric drive assembly 24 from the radiator 25, the compressor 10 compresses the low-temperature, low-pressure refrigerant to form a high-temperature, high-pressure refrigerant. The temperature of the refrigerant decreases after passing through the condenser. After passing through the storage tank 50, a part of the refrigerant can enter the evaporator through the first expansion valve 31. The refrigerant becomes a low-temperature, low-pressure state after passing through the first expansion valve 31. Then, the low-temperature, low-pressure refrigerant is passed into the evaporator and absorbs heat in the evaporator to become a medium-temperature, low-pressure state. The evaporator is connected to the inlet of the compressor 10, and the medium-temperature, low-pressure refrigerant at the outlet of the evaporator is passed into the compressor 10, thereby completing the circulation of the passenger compartment refrigeration circuit 101. The evaporator is arranged in the body of the vehicle, and the fan can blow the cold at the evaporator into the passenger compartment to achieve cooling of the passenger compartment.

[0058] After passing through the storage tank 50, another part of the refrigerant can enter the heat exchange structure of the electric drive assembly 24 through the second expansion valve 32. The inlet of the heat exchange structure of the electric drive assembly 24 is connected to the outlet of the second expansion valve 32, and the outlet of the heat exchange structure of the electric drive assembly 24 is connected to the inlet of the compressor 10. Under the action of the compressor 10, the heat exchange structure of the electric drive assembly 24 is equivalent to an evaporator. The refrigerant evaporates at the heat exchange structure of the electric drive assembly 24 to form a low-temperature and low-pressure gaseous refrigerant which is passed into the compressor 10, thereby completing the circulation of the second electric drive refrigeration circuit 103. The evaporation of the refrigerant at the heat exchange structure of the electric drive assembly 24 can absorb the heat of the electric drive assembly 24, thereby achieving cooling of the electric drive assembly 24.

[0059] During the above circulation process, there is no need to start the refrigerant pump 60. The refrigerant can be used to directly circulate and cool the electric drive assembly 24 through the compressor 10, which can further improve the cooling effect of the electric drive assembly 24.

[0060] As shown in Figure 5, in some embodiments, the thermal management system 100 also includes a first three-way valve 45, which is respectively connected to the electric drive assembly 24, the radiator 25, and the storage tank 50. The power supply component refrigeration circuit includes a third electric drive refrigeration circuit 104. When the first three-way valve 45 controls the electric drive assembly 24 to be connected to the radiator 25, the electric drive assembly 24 is controlled to be connected to the storage tank 50 via the radiator 252. When the first three-way valve 45 controls the electric drive assembly 24 to be disconnected from the radiator 25, the electric drive assembly 24 is controlled to be connected to the storage tank 50. The storage tank 50, the refrigerant pump 60, and the electric drive assembly 24 are connected to form the third electric drive refrigeration circuit 104.

[0061] The first three-way valve 45 can control the electric drive assembly 24 to be directly connected to the storage tank 50 . At this time, the electric drive assembly 24 is disconnected from the radiator 25 . The first three-way valve 45 can also control the electric drive assembly 24 to be connected to the storage tank 50 via the radiator 25 .

[0062] As shown in Figure 5, the first heat exchanger 21 can be a condenser, the second heat exchanger 22 is an evaporator, the storage tank 50 is arranged between the second heat exchanger 22 and the compressor 10, and the storage tank 50 is a gas-liquid separator 502. The gas-liquid separator 502 can store low-temperature and low-pressure refrigerant after evaporation by the evaporator. The gas-liquid separator 502 can be connected to the heat exchange structure of the electric drive assembly 24 through the refrigerant pump 60, thereby connecting the storage tank 50, the refrigerant pump 60, and the electric drive assembly 24 to form a third electric drive refrigeration circuit 104.

[0063] Specifically, when the first three-way valve 45 controls the electric drive assembly 24 to be directly connected to the storage tank 50, the compressor 10 compresses the low-temperature, low-pressure refrigerant to form a high-temperature, high-pressure refrigerant. The refrigerant is condensed after passing through the condenser and flows to the evaporator through the first expansion valve 31. The refrigerant evaporates at the evaporator to form a low-temperature, low-pressure refrigerant. The refrigerant after evaporation through the evaporator enters the storage tank 50. The storage tank 50 can store the refrigerant to a certain extent. A part of the refrigerant flows to the inlet of the compressor 10 through the first outlet 52 of the storage tank 50, thereby completing the circulation of the passenger compartment refrigeration circuit 101. The evaporator is arranged in the body of the vehicle. The fan can blow the cold air at the evaporator into the passenger compartment to achieve cooling of the passenger compartment.

[0064] When the refrigerant pump 60 is turned on, the refrigerant stored in the storage tank 50 enters the third electric drive refrigeration circuit 104 through the second outlet 54 of the storage tank 50, is pumped to the electric drive assembly 24 under the action of the refrigerant pump 60, and finally flows back into the storage tank 50, thereby completing the circulation of the third electric drive refrigeration circuit 104. Since the storage tank 50 stores low-temperature and low-pressure refrigerant, the refrigerant in the storage tank 50 can dissipate heat and cool the electric drive assembly 24 when flowing through the electric drive assembly 24.

[0065] In the above technical solution, under the action of the refrigerant pump 60 , the refrigerant in the storage tank 50 directly dissipates heat and cools the electric drive assembly 24 , thereby improving the heat dissipation effect on the electric drive assembly 24 .

[0066] As shown in Figures 6 to 8, in some embodiments, the power supply component also includes a battery 200, and the battery 200 has a battery heat exchanger 26. The battery heat exchanger 26 is used to exchange heat for the battery 200. The battery heat exchanger 26 is arranged between the first heat exchanger 21 and the compressor 10, and a third expansion valve 33 is provided between the battery heat exchanger 26 and the first heat exchanger 21. The power supply component refrigeration circuit also includes a battery refrigeration circuit 105. The compressor 10, the first heat exchanger 21, the third expansion valve 33 and the battery heat exchanger 26 are connected to form the battery refrigeration circuit 105.

[0067] The battery heat exchanger 26 is provided on the battery 200 for exchanging heat for the battery 200 , thereby cooling or heating the battery and improving the performance of the battery 200 . The battery heat exchanger 26 may be a liquid cooling plate or the like.

[0068] Specifically, as shown in Figures 6 and 7, the first heat exchanger 21 can be a condenser, and the second heat exchanger 22 is an evaporator. The compressor 10 compresses the low-temperature, low-pressure refrigerant to form a high-temperature, high-pressure refrigerant. The condensation temperature of the refrigerant decreases after passing through the condenser. A portion of the refrigerant condensed by the condenser can enter the evaporator through the first expansion valve 31. The evaporator is connected to the inlet of the compressor 10. The evaporator can evaporate the refrigerant to form a low-temperature, low-pressure gaseous refrigerant and pass it into the compressor 10, thereby completing the circulation of the passenger compartment refrigeration circuit 101. The evaporator is arranged in the body of the vehicle, and the fan can blow the cold air at the evaporator into the passenger compartment to achieve cooling of the passenger compartment.

[0069] Another part of the refrigerant after condensation by the condenser can enter the battery heat exchanger 26 through the third expansion valve 33. The inlet of the battery heat exchanger 26 is connected to the outlet of the third expansion valve 33, and the outlet of the battery heat exchanger 26 is connected to the inlet of the compressor 10. Under the action of the compressor 10, the battery heat exchanger 26 is equivalent to an evaporator. The refrigerant evaporates at the battery heat exchanger 26 to form a low-temperature and low-pressure gaseous refrigerant which is passed into the compressor 10, thereby completing the circulation of the battery refrigeration circuit 105. The evaporation of the refrigerant at the battery heat exchanger 26 can absorb the heat of the battery, thereby cooling the battery.

[0070] In the above technical solution, the refrigerant is used to directly circulate and cool the battery through the compressor 10. Using a single refrigerant as a medium can achieve direct cooling of the battery 200 on the basis of reducing costs, thereby improving the cooling effect of the battery 200.

[0071] As shown in FIG. 8 , in some embodiments, the storage tank 50 is in communication with the battery refrigeration circuit 105 .

[0072] As shown in Figure 8, the storage tank 50 is a gas-liquid separator 502. The storage tank 50 is connected between the battery heat exchanger 26 and the compressor 10. Specifically, the third inlet 55 of the storage tank 50 is connected to the battery heat exchanger 26, and the first outlet 52 of the storage tank 50 is connected to the inlet of the compressor 10, so that the storage tank 50 is located on the battery refrigeration circuit 105; at the same time, the storage tank 50 is connected between the second heat exchanger 22 and the compressor 10, and the first inlet 51 of the storage tank 50 is connected to the outlet of the second heat exchanger 22, and is connected to the compressor 10 through the first outlet 52, so that the storage tank 50 is also located on the passenger compartment refrigeration circuit 101.

[0073] Furthermore, the second inlet 53 of the storage tank 50 is connected to the electric drive assembly 24 or the radiator 25, and the second outlet 54 of the storage tank 50 is connected to the refrigerant pump 60, so that the storage tank 50 is simultaneously located on the first electric drive refrigeration circuit 102. Thus, multiple refrigeration circuits are interconnected to realize the combination of the heat pump system and the refrigerant system, and a single refrigerant can be used to dissipate heat and cool the passenger compartment, the electric drive assembly 24 and the battery 200.

[0074] Of course, the storage tank 50 may also be a liquid storage tank 501 , which is connected downstream of the first heat exchanger 21 and upstream of the first expansion valve 31 and the third expansion valve 33 to store the refrigerant condensed by the first heat exchanger 21 .

[0075] As shown in Figure 9, in some embodiments, the outlet of the compressor 10 is connected to the battery heat exchanger 26, and a second on-off valve 42 is provided between the outlet of the compressor 10 and the battery heat exchanger 26, the battery heat exchanger 26 is connected to the electric drive assembly 24, and a first control valve 43 is provided between the battery heat exchanger 26 and the electric drive assembly 24, and the third expansion valve 33 is located between the battery heat exchanger 26 and the first control valve 43. When the second on-off valve 42 controls the connection between the outlet of the compressor 10 and the battery heat exchanger 26 and the first control valve 43 controls the connection between the battery heat exchanger 26 and the electric drive assembly 24, the compressor 10, the battery heat exchanger 26, the third expansion valve 33, the electric drive assembly 24, and the storage tank 50 are connected to form a first battery heating circuit 106, and / or, the compressor 10, the battery heat exchanger 26, the third expansion valve 33, the electric drive assembly 24 and the radiator 25, and the storage tank 50 are connected to form a second battery heating circuit 107.

[0076] As shown in FIG9 , the second on-off valve 42 is a two-way valve, and the first control valve 43 is a three-way valve. The first control valve 43 is connected to the battery heat exchanger 26 , the electric drive assembly 24 , and the first heat exchanger 21 , respectively. When heating, the battery heat exchanger 26 can serve as a condenser.

[0077] As shown in Figure 9, in some examples, when the second on-off valve 42 controls the outlet of the compressor 10 to be connected to the battery heat exchanger 26, the first control valve 43 controls the battery heat exchanger 26 to be connected to the electric drive assembly 24. At this time, the battery heat exchanger 26 and the first heat exchanger 21 are disconnected, and the high-temperature and high-pressure refrigerant generated by the compressor 10 enters the battery heat exchanger 26. After the refrigerant is condensed by the battery heat exchanger 26 as a condenser, it flows to the third expansion valve 33 and the electric drive assembly 24. The refrigerant can absorb heat at the electric drive assembly 24 and then flow back to the compressor 10, thereby completing the circulation of the first battery heating circuit 106. The refrigerant condenses and releases heat at the battery heat exchanger 26, thereby heating the battery 200 and achieving direct heating of the battery 200.

[0078] As shown in Figure 9, in some examples, when the second on-off valve 42 controls the outlet of the compressor 10 to be connected to the battery heat exchanger 26, the first control valve 43 controls the battery heat exchanger 26 to be connected to the electric drive assembly 24. At this time, the battery heat exchanger 26 and the first heat exchanger 21 are disconnected, and the high-temperature and high-pressure refrigerant generated by the compressor 10 enters the battery heat exchanger 26. After the refrigerant is condensed by the battery heat exchanger 26 as a condenser, it flows to the third expansion valve 33, the electric drive assembly 24 and the radiator 25. The refrigerant can absorb heat from the electric drive assembly 24 and the environment, and then flow back to the compressor 10, thereby completing the circulation of the second battery heating circuit 107. The refrigerant condenses and releases heat at the battery heat exchanger 26, thereby heating the battery 200 and achieving direct heating of the battery 200.

[0079] As shown in Figure 9, a first three-way valve 45 is also provided between the electric drive assembly 24, the radiator 25 and the inlet of the compressor 10. By switching the position of the first three-way valve 45, the switching of the first battery heating circuit 106 and the second battery heating circuit 107 can be realized, and part of the refrigerant can be circulated through the first battery heating circuit 106, and part of the refrigerant can be circulated through the second battery heating circuit 107.

[0080] It is understandable that when the electric drive assembly 24 does not have enough heat, the electric drive can be blocked to generate heat or the electric drive can be operated inefficiently to generate more heat.

[0081] In the above technical solution, there is no need to set up heating structures such as PTC heaters. The battery 200 can be heated and heated by controlling the opening and closing of different valves to switch the flow path. In the process of heating the battery 200, the heat of the electric drive assembly 24 can be recovered, thereby improving energy utilization.

[0082] As shown in FIG6-10 , in some embodiments, a second control valve 44 is provided between the battery heat exchanger 26 and the inlet of the compressor 10 . The second control valve 44 is used to control the on / off state or the opening size between the battery heat exchanger 26 and the compressor 10 .

[0083] As shown in FIG6 , the second control valve 44 may be an expansion valve. An expansion valve is provided between the battery heat exchanger 26 and the inlet of the compressor 10 . By controlling the opening of the expansion valve, hot gas from the compressor 10 can be bypassed to improve the heating effect.

[0084] As shown in Figures 7 to 10, the second control valve 44 can be an on-off valve. An on-off valve is provided between the battery heat exchanger 26 and the inlet of the compressor 10. When the battery 200 is heating, the on-off valve is controlled to be closed. When the battery 200 is cooling, the on-off valve is controlled to be open, thereby achieving heating or cooling of the battery 200.

[0085] As shown in Figures 6 to 10, in some embodiments, the thermal management system 100 further includes: a third heat exchanger 23, which is arranged in the passenger compartment refrigeration circuit 101 and located between the compressor 10 and the first heat exchanger 21, wherein the third heat exchanger 23 is arranged adjacent to the second heat exchanger 22.

[0086] The vehicle has an air-conditioning box, and the third heat exchanger 23 and the second heat exchanger 22 can both be arranged in the air-conditioning box. When cooling the passenger compartment, the refrigerant compressed by the compressor 10 is condensed through the third heat exchanger 23 and the first heat exchanger 21. The condensed refrigerant is passed into the second heat exchanger 22 through the first expansion valve 31. The refrigerant evaporates at the second heat exchanger 22. The fan can blow the cold energy at the second heat exchanger 22 into the passenger compartment to achieve cooling of the passenger compartment. A damper is provided between the second heat exchanger 22 and the third heat exchanger 23. When the second heat exchanger 22 is used for evaporation and the third heat exchanger 23 is used for condensation, the damper is closed to reduce the heat exchange between the third heat exchanger 23 and the second heat exchanger 22, thereby affecting the cooling effect on the passenger compartment.

[0087] Of course, the third heat exchanger 23 may have a bypass flow channel or a valve, etc. When the passenger compartment is cooled, when the refrigerant flows through the third heat exchanger 23, it may only pass through the third heat exchanger 23 without performing heat exchange in the third heat exchanger 23, thereby reducing the probability of heat exchange between the third heat exchanger 23 and the second heat exchanger 22.

[0088] As shown in Figure 10, in some embodiments, a fourth expansion valve 34 is provided between the third heat exchanger 23 and the first heat exchanger 21, and the compressor 10, the third heat exchanger 23, the fourth expansion valve 34, the first heat exchanger 21 and the storage tank 50 are connected to form a first passenger compartment heating circuit 108.

[0089] As shown in Figure 10, by closing the first expansion valve 31, the first heat exchanger 21 and the second heat exchanger 22 can be disconnected; a connecting branch can be provided between the first heat exchanger 21 and the first expansion valve 31, and a valve (such as an on-off valve) for controlling the conduction or disconnection of the branch can be provided on the connecting branch. When the valve is opened, the outlet of the first heat exchanger 21 is connected to the inlet of the compressor 10, or the outlet of the first heat exchanger 21 is connected to the storage tank 50, so as to be connected to the inlet of the compressor 10 through the storage tank 50. The storage tank 50 here can be a gas-liquid separator 502.

[0090] Furthermore, the outlet of the compressor 10 is connected to the inlet of the third heat exchanger 23. The high-temperature and high-pressure refrigerant compressed by the compressor 10 enters the third heat exchanger 23. After the refrigerant is condensed by the third heat exchanger 23 as a condenser, it flows to the fourth expansion valve 34. After passing through the fourth expansion valve 34, a low-temperature and low-pressure refrigerant is formed. When flowing through the first heat exchanger 21, it can absorb heat from the outside, thereby achieving the purpose of absorbing heat from the outside and heating the passenger compartment. After absorbing heat, the refrigerant can evaporate to form a low-temperature and low-pressure refrigerant, and flow back to the compressor 10, thereby completing the circulation of the first passenger compartment heating circuit 108. The refrigerant condenses and releases heat at the third heat exchanger 23. The third heat exchanger 23 is arranged in the body of the vehicle. The fan can blow the heat at the third heat exchanger 23 into the passenger compartment to achieve heating of the passenger compartment.

[0091] As shown in Figure 10, in some embodiments, the third heat exchanger 23 is connected to the electric drive assembly 24 and a fifth expansion valve 35 is provided between the third heat exchanger 23 and the electric drive assembly 24. The compressor 10, the third heat exchanger 23, the fifth expansion valve 35, the electric drive assembly 24 and the storage tank 50 are connected to form a second passenger compartment heating circuit 109.

[0092] As shown in Figure 10, by closing the fourth expansion valve 34, the third heat exchanger 23 can be disconnected from the first heat exchanger 21; by controlling the fifth expansion valve 35 to open, the third heat exchanger 23 and the electric drive assembly 24 are connected, and the outlet of the electric drive assembly 24 can be connected to the inlet of the compressor 10, or the outlet of the electric drive assembly 24 is connected to the storage tank 50, so as to be connected to the inlet of the compressor 10 through the storage tank 50. The storage tank 50 here can be a gas-liquid separator 502.

[0093] Specifically, the outlet of the compressor 10 is connected to the inlet of the third heat exchanger 23. The high-temperature and high-pressure refrigerant generated by the compression of the compressor 10 enters the third heat exchanger 23. After the refrigerant is condensed by the third heat exchanger 23 as a condenser, it flows to the electric drive assembly 24 through the fifth expansion valve 35. The refrigerant absorbs the heat of the electric drive assembly 24, evaporates to form a low-temperature and low-pressure gaseous refrigerant, and flows back to the compressor 10, thereby completing the circulation of the second passenger compartment heating circuit 109. The refrigerant condenses and releases heat at the third heat exchanger 23. The third heat exchanger 23 is arranged in the body of the vehicle. The fan can blow the heat at the third heat exchanger 23 into the passenger compartment to achieve heating of the passenger compartment.

[0094] Among them, the first passenger compartment heating circuit 108 and the second passenger compartment heating circuit 109 can operate simultaneously, or the first passenger compartment heating circuit 108 can operate and the second passenger compartment heating circuit 109 can not operate, or the first passenger compartment heating circuit 108 can not operate and the second passenger compartment heating circuit 109 can operate; under the second passenger compartment heating circuit 109, the heat of the electric drive assembly 24 can be recycled and utilized to achieve full utilization of energy.

[0095] In the above technical solution, there is no need to set up heating structures such as PTC heaters. The passenger compartment is heated by controlling the opening and closing of different valves to switch the flow path. During the heating process of the passenger compartment, the heat of the electric drive assembly 24 can be recovered, thereby improving energy utilization.

[0096] Figures 11-13 are schematic diagrams of storage tanks provided in some embodiments of the present application. As shown in Figures 11 and 12, in some embodiments, the storage tank 50 has a first inlet 51, a first outlet 52, a second inlet 53, and a second outlet 54. The first inlet 51 and the first outlet 52 are located in the passenger compartment refrigeration circuit 101, and the second inlet 53 and the second outlet 54 are located in the first electric drive refrigeration circuit 102. The refrigerant pump 60 is connected to the second outlet 54 to pump out the liquid refrigerant in the storage tank 50.

[0097] By providing a storage tank 50 with two inlets and two outlets, the passenger compartment refrigeration circuit 101 and the first electric drive refrigeration circuit 102 are integrated, thereby facilitating the circulation of refrigerant in the passenger compartment refrigeration circuit 101 and the first electric drive refrigeration circuit 102.

[0098] As shown in Figures 2, 3 and 11, the storage tank 50 is a liquid storage tank 501, which has a first inlet 51, a first outlet 52, a second inlet 53 and a second outlet 54. The refrigerant enters the liquid storage tank 501 through the first inlet 51, and the liquid refrigerant in the liquid storage tank 501 can flow out through the first outlet 52. Here, the liquid storage tank 501 may be provided with a liquid outlet pipe, which leads to the lower part of the liquid storage tank 501, and the upper end of the liquid outlet pipe extends out of the liquid storage tank 501 and has a first outlet 52. The liquid outlet pipe has a branch pipe, one end of which extends out of the liquid storage tank 501 and has a second outlet 54, so that the liquid refrigerant flows to the first electric drive refrigeration circuit 102 for circulation, and the circulated refrigerant enters the liquid storage tank 501 through the second inlet 53.

[0099] As shown in Figures 4, 5 and 12, the storage tank 50 is a gas-liquid separator 502, and the gas-liquid separator 502 has a first inlet 51, a first outlet 52, a second inlet 53 and a second outlet 54. The refrigerant enters the gas-liquid separator 502 through the first inlet 51, and the gaseous refrigerant in the gas-liquid separator 502 can flow out through the first outlet 52. Here, the gas-liquid separator 502 may be provided with an air outlet pipe and a liquid outlet pipe, and the air outlet pipe and the liquid outlet pipe are arranged at intervals. The air outlet pipe may be a U-shaped pipe, one end of the air outlet pipe extends out of the gas-liquid separator 502 and has a first outlet 52, one end of the liquid outlet pipe is connected to the lower part of the gas-liquid separator 502, the other end of the liquid outlet pipe extends out of the gas-liquid separator 502, and the other end of the liquid outlet pipe has a second outlet 54, so that the liquid refrigerant flows to the first electric drive refrigeration circuit 102 for circulation, and the circulated refrigerant enters the gas-liquid separator 502 through the second inlet 53.

[0100] As shown in FIG. 6 to FIG. 10 and FIG. 13 , in some embodiments, the storage tank 50 further has a third inlet 55 . The third inlet 55 and the first outlet 52 are used to connect the storage tank 50 to the battery refrigeration circuit 105 of the thermal management system 100 .

[0101] As shown in Figures 6 to 10 and 13, the storage tank 50 is a gas-liquid separator 502, which has a first inlet 51, a first outlet 52, a second inlet 53, a second outlet 54 and a third inlet 55. The refrigerant enters the gas-liquid separator 502 through the first inlet 51, and the gaseous refrigerant in the gas-liquid separator 502 can flow out through the first outlet 52. Here, the gas-liquid separator 502 is provided with an air outlet pipe and a liquid outlet pipe, and the air outlet pipe and the liquid outlet pipe are arranged at intervals. The air outlet pipe can be a U-shaped pipe, and one end of the air outlet pipe extends out of the gas-liquid separator 502 and has a There is a first outlet 52, the liquid outlet pipe is located at the lower part of the gas-liquid separator 502, and one end of the liquid outlet pipe extends out of the gas-liquid separator 502 and has a second outlet 54, so that the liquid refrigerant flows to the first electric drive refrigeration circuit 102 for circulation, and the circulated refrigerant enters the gas-liquid separator 502 through the second inlet 53. After the refrigerant in the battery refrigeration circuit 105 evaporates, it can be connected to the gas-liquid separator 502 through the third inlet 55. The refrigerant in the gas-liquid separator 502 can be connected to the compressor 10 through the first outlet 52, forming the entire battery refrigeration circuit 105.

[0102] Of course, the storage tank 50 can also be a liquid storage tank 501, which has three inlets and two outlets. By setting the third inlet 55, the battery refrigeration circuit 105 is connected to the entire thermal management system 100, and the entire thermal management system 100 can integrate the cooling and heating of the battery 200.

[0103] As shown in Figures 2, 3, and 11, in some embodiments, the storage tank 50 is a liquid storage tank 501, which is arranged between the first heat exchanger 21 and the first expansion valve 31, so that the liquid refrigerant can be passed into the first expansion valve 31, and then into the second heat exchanger 22. At the same time, the liquid storage capacity of the liquid storage tank 501 can be used to balance and stabilize the refrigerant circulation volume in the system, so that the entire system is in normal operating state.

[0104] As shown in Figures 4 to 10, 12, and 13, in some embodiments, the storage tank 50 is a gas-liquid separator 502, which is arranged between the second heat exchanger 22 and the compressor 10, thereby allowing the gaseous refrigerant to be passed into the compressor 10, reducing the impact of liquid refrigerant entering the compressor 10 on the operation of the compressor 10, and utilizing the liquid storage capacity of the gas-liquid separator 502 to balance and stabilize the refrigerant circulation volume in the system, so that the entire system is in normal operating state.

[0105] The vehicle 1000 according to the second embodiment of the present application includes the thermal management system 100 according to the first embodiment of the present application. Thus, the use of the thermal management system 100 can simplify the system structure, reduce costs, and improve heat exchange efficiency.

[0106] The following describes a thermal management system 100 and a vehicle having the same according to a specific embodiment of the present application with reference to FIG. 7 to FIG. 10 .

[0107] Thermal management system 100 is installed on vehicle 1000. As shown in FIG7 , thermal management system 100 includes a compressor 10, a first heat exchanger 21, a second heat exchanger 22, a third heat exchanger 23, an electric drive assembly 24, a radiator 25, a battery heat exchanger 26, a storage tank 50, and a refrigerant pump 60. Storage tank 50 is a gas-liquid separator 502 having a first inlet 51, a first outlet 52, a second inlet 53, a second outlet 54, and a third inlet 55.

[0108] The second heat exchanger 22 and the third heat exchanger 23 are arranged in the air-conditioning box of the vehicle 1000, which also has a fan. The third heat exchanger 23 is located between the first heat exchanger 21 and the outlet of the compressor 10, and a fourth expansion valve 34 is provided between the third heat exchanger 23 and the first heat exchanger 21; the second heat exchanger 22 is located between the first heat exchanger 21 and the inlet of the compressor 10, and a first expansion valve 31 is provided between the first heat exchanger 21 and the second heat exchanger 22; the storage tank 50 is located between the second heat exchanger 22 and the inlet of the compressor 10, the first inlet 51 of the storage tank 50 is connected to the outlet of the second heat exchanger 22, and the first outlet 52 of the storage tank 50 is connected to the inlet of the compressor 10.

[0109] The outlet of the third heat exchanger 23 is also in communication with the inlet of the electric drive assembly 24 , and a fifth expansion valve 35 is provided between the third heat exchanger 23 and the electric drive assembly 24 .

[0110] The battery heat exchanger 26 is arranged between the outlet of the first heat exchanger 21 and the inlet of the compressor 10. A third expansion valve 33 and a first control valve 43 are provided between the first heat exchanger 21 and the battery heat exchanger 26. The third expansion valve 33 is located between the first control valve 43 and the battery heat exchanger 26. The first control valve 43 is a three-way valve. The other outlet of the three-way valve is connected to the electric drive assembly 24. The outlet of the battery heat exchanger 26 can be connected to the third inlet 55 of the storage tank 50. A second control valve 44 is provided between the storage tank 50 and the battery heat exchanger 26. The second control valve 44 is an on-off valve. The battery heat exchanger 26 is also connected to the outlet of the compressor 10 through the second on-off valve 42.

[0111] The inlet of the electric drive assembly 24 is connected to the second outlet 54 of the storage tank 50 through the refrigerant pump 60. A first three-way valve 45 is provided downstream of the electric drive assembly 24. The first three-way valve 45 is respectively connected to the electric drive assembly 24, the radiator 25 and the liquid storage tank 50. By switching the position of the first three-way valve 45, the outlet of the electric drive assembly 24 can be connected to the radiator 25, and then connected to the second inlet 53 of the storage tank 50 through the radiator 25, or the outlet of the electric drive assembly 24 is directly connected to the second inlet 53 of the storage tank 50.

[0112] The thermal management system 100 includes a passenger compartment cooling circuit 101 , a first electric drive cooling circuit 102 , a third electric drive cooling circuit 104 , a battery cooling circuit 105 , a first battery heating circuit 106 , a second battery heating circuit 107 , a first passenger compartment heating circuit 108 , and a second passenger compartment heating circuit 109 .

[0113] As shown in Figure 8, on the passenger compartment refrigeration circuit 101, the first heat exchanger 21 and the third heat exchanger 23 are condensers, the fourth expansion valve 34 is fully opened, and the second heat exchanger 22 is an evaporator. The compressor 10 compresses the low-temperature, low-pressure refrigerant to form a high-temperature, high-pressure refrigerant. After the refrigerant passes through the condenser and condenses, part or all of it flows to the evaporator through the first expansion valve 31. The refrigerant evaporates at the evaporator to form a low-temperature, low-pressure refrigerant. After absorbing heat in the evaporator, the low-temperature refrigerant enters the storage tank 50. The storage tank 50 can store the refrigerant to a certain extent. Part of the refrigerant flows to the inlet of the compressor 10 through the first outlet 52 of the storage tank 50, thereby completing the cycle of the passenger compartment refrigeration circuit 101. The fan can blow the cold air at the evaporator into the passenger compartment to achieve cooling of the passenger compartment.

[0114] As shown in Figure 8, in the battery refrigeration circuit 105, the compressor 10 compresses the low-temperature, low-pressure refrigerant to form a high-temperature, high-pressure refrigerant. The condensation temperature of the refrigerant decreases after passing through the condenser. A portion of the refrigerant condensed by the condenser enters the evaporator through the first expansion valve 31, and another portion of the refrigerant condensed by the condenser can enter the battery heat exchanger 26 through the third expansion valve 33, or all of the refrigerant can enter the battery heat exchanger 26 through the third expansion valve 33. The inlet of the battery heat exchanger 26 is connected to the outlet of the third expansion valve 33, and the outlet of the battery heat exchanger 26 is connected to the inlet of the compressor 10. Under the action of the compressor 10, the refrigerant absorbs the heat of the battery 200 at the battery heat exchanger 26 to form a low-temperature, low-pressure gaseous refrigerant that is passed into the compressor 10, thereby completing the circulation of the battery refrigeration circuit 105. The evaporation of the refrigerant at the battery heat exchanger 26 can absorb the heat of the battery, thereby cooling the battery.

[0115] As shown in Figure 8, on the first electric drive refrigeration circuit 102, the first three-way valve 45 connects the radiator 25 with the storage tank 50, and the refrigerant pump 60 is turned on. The refrigerant stored in the storage tank 50 flows out through the second outlet 54 of the storage tank 50, and is pumped to the electric drive assembly 24 and the radiator 25 under the action of the refrigerant pump 60, and finally flows back into the storage tank 50, thereby completing the circulation of the first electric drive refrigeration circuit 102. The refrigerant in the storage tank 50 can dissipate heat and cool the electric drive assembly 24 when flowing through the electric drive assembly 24.

[0116] As shown in Figure 8, on the third electric drive refrigeration circuit 104, the first three-way valve 45 disconnects the radiator 25 from the storage tank 50, and the refrigerant pump 60 is turned on. The refrigerant stored in the storage tank 50 flows out through the second outlet 54 of the storage tank 50, and is pumped to the electric drive assembly 24 under the action of the refrigerant pump 60, and finally flows back into the storage tank 50, thereby completing the circulation of the third electric drive refrigeration circuit 104. The storage tank 50 stores low-temperature and low-pressure refrigerant. The refrigerant in the storage tank 50 can dissipate heat and cool the electric drive assembly 24 when flowing through the electric drive assembly 24.

[0117] As shown in Figure 9, in the first passenger compartment heating circuit 108, the third heat exchanger 23 is a condenser, the first heat exchanger 21 is an evaporator, and the outlet of the compressor 10 is connected to the inlet of the third heat exchanger 23. The high-temperature and high-pressure refrigerant generated by the compression of the compressor 10 enters the third heat exchanger 23. After the refrigerant is condensed by the third heat exchanger 23, it flows to the fourth expansion valve 34 and the first heat exchanger 21. The refrigerant absorbs external heat at the first heat exchanger 21, and the refrigerant can form a low-temperature and low-pressure refrigerant and flow back to the compressor 10, thereby completing the circulation of the first passenger compartment heating circuit 108. The refrigerant condenses and releases heat at the third heat exchanger 23. The fan can blow the heat at the third heat exchanger 23 into the passenger compartment to achieve heating of the passenger compartment.

[0118] The first expansion valve 31 is closed, and the first heat exchanger 21 is disconnected from the second heat exchanger 22; a connecting branch is provided between the first heat exchanger 21 and the first expansion valve 31, and a valve for controlling the conduction or disconnection of the branch can be provided on the connecting branch. When the valve is opened, the outlet of the first heat exchanger 21 is directly connected to the inlet of the compressor 10, or the outlet of the first heat exchanger 21 is connected to the inlet of the compressor 10 through the storage tank 50.

[0119] As shown in Figure 9, on the second passenger compartment heating circuit 109, the third heat exchanger 23 is a condenser, and the outlet of the compressor 10 is connected to the inlet of the third heat exchanger 23. The high-temperature and high-pressure refrigerant generated by the compression of the compressor 10 enters the third heat exchanger 23. After the refrigerant is condensed by the third heat exchanger 23, it flows to the electric drive assembly 24 through the fifth expansion valve 35. The refrigerant absorbs the heat of the electric drive assembly 24, evaporates to form a low-temperature and low-pressure gaseous refrigerant, and flows back to the compressor 10, thereby completing the circulation of the second passenger compartment heating circuit 109. The refrigerant condenses and releases heat at the third heat exchanger 23. The third heat exchanger 23 is set in the body of the vehicle. The fan can blow the heat at the third heat exchanger 23 into the passenger compartment to achieve heating of the passenger compartment.

[0120] Among them, the fourth expansion valve 34 is closed, so that the third heat exchanger 23 can be disconnected from the first heat exchanger 21; the outlet of the electric drive assembly 24 can be connected to the inlet of the compressor 10, or the outlet of the electric drive assembly 24 is connected to the storage tank 50, so as to be connected to the inlet of the compressor 10 through the storage tank 50.

[0121] As shown in Figure 9, on the first battery heating circuit 106, the second on-off valve 42 is opened, the outlet of the compressor 10 is connected to the battery heat exchanger 26, the first control valve 43 controls the connection between the battery heat exchanger 26 and the electric drive assembly 24, and the battery heat exchanger 26 and the first heat exchanger 21 are disconnected. The battery heat exchanger 26 serves as a condenser.

[0122] The high-temperature and high-pressure refrigerant generated by the compressor 10 enters the battery heat exchanger 26. After the refrigerant is condensed through the battery heat exchanger 26, it flows to the third expansion valve 33 and the electric drive assembly 24. The refrigerant can absorb the heat at the electric drive assembly 24 and then flow back to the compressor 10, thereby completing the circulation of the first battery heating circuit 106. The refrigerant condenses and releases heat at the battery heat exchanger 26, thereby heating the battery 200 and achieving heating of the battery 200.

[0123] As shown in Figure 9, on the second battery heating circuit 107, the second on-off valve 42 is opened, the outlet of the compressor 10 is connected to the battery heat exchanger 26, the first control valve 43 controls the connection between the battery heat exchanger 26 and the electric drive assembly 24, the battery heat exchanger 26 and the first heat exchanger 21 are disconnected, and the first three-way valve 45 connects the radiator 25 with the storage tank 50. The battery heat exchanger 26 serves as a condenser.

[0124] The high-temperature and high-pressure refrigerant generated by the compressor 10 enters the battery heat exchanger 26. After the refrigerant is condensed by the battery heat exchanger 26 as a condenser, it flows to the third expansion valve 33, the electric drive assembly 24 and the radiator 25. The refrigerant can absorb heat from the electric drive assembly 24 and the environment, and then flow back to the compressor 10, thereby completing the circulation of the second battery heating circuit 107. The refrigerant condenses and releases heat at the battery heat exchanger 26, thereby heating the battery 200 and achieving heating of the battery 200.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A compressor, a first heat exchanger, a first expansion valve and a second heat exchanger, wherein the compressor, the first heat exchanger, the first expansion valve and the second heat exchanger are connected to form a passenger compartment refrigeration circuit; a storage tank, the storage tank being disposed on the passenger compartment refrigeration circuit and capable of storing the refrigerant flowing therethrough; A power supply component and a refrigerant pump, wherein the refrigerant pump is connected to the storage tank, and the storage tank, the refrigerant pump and the power supply component are connected to form a power supply component refrigeration circuit, and the refrigerant pump is suitable for pumping the liquid refrigerant in the storage tank into the power supply component refrigeration circuit to dissipate heat and cool the power supply component.

2. The thermal management system of a vehicle according to claim 1, characterized in that: The power supply component includes: an electric drive assembly, the power supply component refrigeration circuit includes a first electric drive refrigeration circuit, the first electric drive refrigeration circuit includes a radiator, and the storage tank, the refrigerant pump, the electric drive assembly and the radiator are connected to form the first electric drive refrigeration circuit, and the refrigerant pump is suitable for pumping liquid refrigerant in the storage tank into the first electric drive refrigeration circuit to dissipate heat and cool the electric drive assembly.

3. The thermal management system for a vehicle according to claim 2, characterized in that: The power supply component refrigeration circuit includes a second electric drive refrigeration circuit, and the thermal management system also includes a second expansion valve. A first on-off valve is provided between the electric drive assembly and the radiator, which is used to control the on-off connection between the electric drive assembly and the radiator. When the first on-off valve disconnects the connection between the electric drive assembly and the radiator, the electric drive assembly is connected to the compressor, and the compressor, the first heat exchanger, the second expansion valve, and the electric drive assembly are connected to form the second electric drive refrigeration circuit.

4. The thermal management system for a vehicle according to claim 2, characterized in that: Also includes: A first three-way valve, wherein the first three-way valve is connected to the electric drive assembly, the radiator, and the storage tank respectively, and the power supply component refrigeration circuit includes a third electric drive refrigeration circuit. When the first three-way valve controls the electric drive assembly to be disconnected from the radiator, the electric drive assembly is controlled to be connected to the storage tank, and the storage tank, the refrigerant pump, and the electric drive assembly are connected to form the third electric drive refrigeration circuit.

5. The thermal management system for a vehicle according to any one of claims 2 to 4, characterized in that: The power supply component also includes a battery, and the battery has a battery heat exchanger, and the battery heat exchanger is used to exchange heat for the battery. The battery heat exchanger is arranged between the first heat exchanger and the compressor, and a third expansion valve is arranged between the battery heat exchanger and the first heat exchanger. The power supply component refrigeration circuit also includes a battery refrigeration circuit. The compressor, the first heat exchanger, the third expansion valve and the battery heat exchanger are connected to form the battery refrigeration circuit.

6. The thermal management system for a vehicle according to claim 5, characterized in that: The storage tank is in communication with the battery refrigeration circuit.

7. The thermal management system for a vehicle according to claim 5, characterized in that: The outlet of the compressor is connected to the battery heat exchanger, and a second on-off valve is provided between the outlet of the compressor and the battery heat exchanger, the battery heat exchanger is connected to the electric drive assembly, and a first control valve is provided between the battery heat exchanger and the electric drive assembly, the third expansion valve is located between the battery heat exchanger and the first control valve, and the second on-off valve controls the outlet of the compressor to be connected to the battery heat exchanger and the first control valve controls the battery heat exchanger to be connected to the electric drive assembly hour, The compressor, the battery heat exchanger, the third expansion valve, and the electric drive assembly are connected to form a first battery heating circuit, and / or the compressor, the battery heat exchanger, the third expansion valve, the electric drive assembly and the radiator are connected to form a second battery heating circuit.

8. The thermal management system for a vehicle according to claim 7, characterized in that: A second control valve is provided between the battery heat exchanger and the inlet of the compressor, and the second control valve is used to control the on-off or opening size between the battery heat exchanger and the compressor.

9. The thermal management system for a vehicle according to any one of claims 2-4 and 6-8, characterized in that: The invention also includes: a third heat exchanger, which is arranged in the passenger compartment refrigeration circuit and located between the compressor and the first heat exchanger, wherein the third heat exchanger is arranged adjacent to the second heat exchanger.

10. The thermal management system for a vehicle according to claim 9, characterized in that: A fourth expansion valve is provided between the third heat exchanger and the first heat exchanger, and the compressor, the third heat exchanger, the fourth expansion valve, the first heat exchanger and the storage tank are connected to form a first passenger compartment heating circuit; and / or, The third heat exchanger is connected to the electric drive assembly and a fifth expansion valve is provided between the third heat exchanger and the electric drive assembly. The compressor, the third heat exchanger, the fifth expansion valve, the electric drive assembly and the storage tank are connected to form a second passenger compartment heating circuit.

11. The thermal management system for a vehicle according to claim 2, characterized in that: The storage tank has a first inlet, a first outlet, a second inlet and a second outlet. The first inlet and the first outlet are located in the passenger compartment refrigeration circuit, the second inlet and the second outlet are located in the first electric drive refrigeration circuit, and the refrigerant pump is connected to the second outlet for pumping out the liquid refrigerant in the storage tank.

12. The thermal management system for a vehicle according to claim 11, characterized in that: The storage tank further has a third inlet, and the third inlet and the first outlet are used to connect the storage tank to a battery cooling circuit of the thermal management system.

13. The thermal management system for a vehicle according to claim 11 or 12, characterized in that: The storage tank is a liquid storage tank, and the liquid storage tank is arranged between the first heat exchanger and the first expansion valve.

14. The thermal management system for a vehicle according to claim 11 or 12, characterized in that: The storage tank is a gas-liquid separator, and the gas-liquid separator is arranged between the second heat exchanger and the compressor.

15. A vehicle, characterized in that: A thermal management system for a vehicle comprising the method according to any one of claims 1-14.

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