Vehicle thermal management system and vehicle

Abstract

A vehicle, comprising a vehicle thermal management system (100). The vehicle thermal management system comprises: a compressor (101), a heat exchange flow path (130), and a return flow path (102). The heat exchange flow path is provided with at least one heat exchanger (140), and the heat exchange flow path is configured to return at least part of a heat exchange working medium, flowing out of the compressor, to a working medium input port of the compressor after the heat exchange working medium performs heat exchange by means of the at least one heat exchanger. The return flow path is provided with a return valve (102a), and when the return valve is opened, at least part of the heat exchange working medium flowing out of the compressor is returned to the working medium input port of the compressor through the return valve.

Description

Vehicle thermal management system and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202411214720.8, filed on August 30, 2024, entitled "Vehicle Thermal Management System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle technology, specifically to a vehicle thermal management system and a vehicle. Background Technology

[0003] In typical air conditioning or heat pump systems, the initial temperature of the heat exchange medium before it is heated and pressurized by the compressor is greatly affected by the ambient temperature. When the compressor is used in a low-temperature environment, it often needs to do more work to heat the heat exchange medium to the temperature required for use.

[0004] Therefore, the vehicle-mounted heat exchange system in the relevant technology has the problem of limited low-temperature heating performance. Summary of the Invention

[0005] This application provides a vehicle thermal management system and a vehicle, which improves the low-temperature heating performance of the heat exchange medium in the vehicle thermal management system, thereby at least partially solving the above-mentioned technical problems.

[0006] According to a first aspect of this application, a vehicle thermal management system is provided for installation on a vehicle, the vehicle thermal management system comprising:

[0007] compressor;

[0008] A heat exchange flow path is provided with at least one heat exchanger, and the heat exchange flow path is used to allow at least a portion of the heat exchange working fluid flowing out of the compressor to return to the working fluid inlet of the compressor after heat exchange through the at least one heat exchanger; and

[0009] A reflux path is provided, which, when in operation, causes at least a portion of the heat exchange working fluid flowing out of the compressor to flow back to the working fluid inlet of the compressor.

[0010] In some embodiments of this application, the return flow path is provided with a return valve;

[0011] When the reflux valve is opened, at least a portion of the heat exchange medium flowing out of the compressor is returned to the working medium inlet of the compressor via the reflux valve.

[0012] In some embodiments of this application, the reflux path is connected between the working fluid inlet of the compressor and the working fluid outlet of the compressor.

[0013] In some embodiments of this application, it also includes:

[0014] A gas-liquid separator is disposed between the reflux valve and the compressor.

[0015] In some embodiments of this application, the gas-liquid separator is disposed between the reflux valve and the working fluid inlet of the compressor.

[0016] In some embodiments of this application, the heat exchange path includes:

[0017] An external heat exchange flow path is connected to the compressor to allow the heat exchange medium to circulate and exchange heat with the cold / heat source.

[0018] In some embodiments of this application, the external heat exchange path includes:

[0019] The first heat exchange flow path is connected between the working fluid inlet and the working fluid outlet of the compressor.

[0020] When the first heat exchange flow path is working, at least a portion of the heat exchange working fluid flowing out of the compressor can exchange heat with the vehicle's cabin.

[0021] In some embodiments of this application, wherein,

[0022] The first heat exchange flow path is provided with a first heat exchanger and a first heat exchange valve;

[0023] When the first heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's cabin via the first heat exchanger, and is used to control the flow rate of the heat exchange medium flowing through the first heat exchange path.

[0024] In some embodiments of this application, the external heat exchange path further includes:

[0025] The second heat exchange flow path is disposed between the first heat exchange flow path and the working fluid inlet of the compressor;

[0026] When the second heat exchange flow path is working, at least a portion of the heat exchange working fluid flowing out of the compressor exchanges heat with the cold source / heat source.

[0027] In some embodiments of this application, wherein,

[0028] The second heat exchange flow path is provided with a second heat exchanger and a second heat exchange valve;

[0029] When the second heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the cold source / heat source via the second heat exchanger.

[0030] In some embodiments of this application, the heat exchange path further includes:

[0031] The first bypass flow path is disposed between the working fluid outlet of the compressor and the second heat exchange flow path;

[0032] When the first bypass flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor flows from the working fluid output port of the compressor to the second heat exchange flow path.

[0033] In some embodiments of this application, wherein,

[0034] The first bypass flow path is equipped with a first bypass valve;

[0035] When the first bypass valve is opened, at least a portion of the heat exchange working fluid flowing out of the compressor flows from the working fluid output port of the compressor to the second heat exchange flow path.

[0036] In some embodiments of this application, the heat exchange path further includes:

[0037] The equipment heat exchange flow path is connected to the compressor to allow the heat exchange working fluid heated by the compressor to circulate and exchange heat with the vehicle.

[0038] In some embodiments of this application, the heat exchange path of the device includes:

[0039] The third heat exchange flow path is disposed between the second heat exchange flow path and the working fluid inlet of the compressor;

[0040] When the third heat exchange flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor exchanges heat with the vehicle's electric drive system.

[0041] In some embodiments of this application, wherein,

[0042] The third heat exchange flow path is equipped with a third heat exchanger and a third heat exchange valve;

[0043] When the third heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's electric drive system via the third heat exchanger.

[0044] In some embodiments of this application, the heat exchange path of the device further includes:

[0045] The fourth heat exchange path is disposed between the second heat exchange path and the compressor;

[0046] When the fourth heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's cabin to cool the vehicle's cabin.

[0047] In some embodiments of this application, the fourth heat exchange path is provided with a fourth heat exchanger and a fourth heat exchange valve;

[0048] When the fourth heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's cabin through the fourth heat exchanger to cool the vehicle's cabin.

[0049] In some embodiments of this application, the heat exchange path further includes:

[0050] The first on / off valve is located between the fourth heat exchanger and the working fluid inlet of the compressor;

[0051] When the first on / off valve is opened, the heat exchange medium flowing out of the fourth heat exchanger is returned to the working medium inlet of the compressor.

[0052] In some embodiments of this application, the heat exchange path further includes:

[0053] The fifth heat exchange flow path is located between the working fluid outlet of the compressor and the working fluid inlet of the compressor;

[0054] Specifically, when the fifth heat exchange flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor exchanges heat with the vehicle's battery.

[0055] In some embodiments of this application, wherein,

[0056] The fifth heat exchange flow path is equipped with a fifth heat exchanger and a fifth heat exchange valve;

[0057] When the fifth heat exchange valve is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's battery via the fifth heat exchanger.

[0058] In some embodiments of this application, the heat exchange path further includes:

[0059] The second bypass flow path is disposed between the fifth heat exchange flow path and the working fluid inlet of the compressor;

[0060] Specifically, when the second bypass flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path flows through the second bypass flow path to the working fluid inlet of the compressor.

[0061] In some embodiments of this application, wherein,

[0062] The second bypass flow path is equipped with a second bypass valve;

[0063] When the second bypass valve is opened, it operates in the second bypass flow path so that at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path flows through the second bypass flow path to the working fluid inlet of the compressor.

[0064] In some embodiments of this application, the second bypass flow path is connected between the second heat exchange flow path and the working fluid inlet of the compressor.

[0065] In some embodiments of this application, the heat exchange path further includes:

[0066] The third bypass flow path is disposed between the fourth heat exchange flow path and the fifth heat exchange flow path;

[0067] When the third bypass flow path is in operation, at least a portion of the heat exchange medium flowing out of the fourth heat exchanger flows to the fifth heat exchanger via the third bypass flow path.

[0068] In some embodiments of this application, wherein,

[0069] The third bypass flow path is equipped with a third bypass valve;

[0070] When the third bypass valve is opened, the third bypass flow path is activated, so that at least a portion of the heat exchange medium flowing out of the fourth heat exchanger flows to the fifth heat exchanger via the third bypass flow path.

[0071] In some embodiments of this application, the heat exchange path further includes:

[0072] A fourth bypass flow path is provided between the fourth heat exchange flow path and the fifth heat exchange flow path;

[0073] When the fourth bypass flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchanger flows to the fourth heat exchanger via the fourth bypass flow path.

[0074] In some embodiments of this application, wherein,

[0075] The fourth bypass flow path is equipped with a fourth bypass valve;

[0076] When the fourth bypass valve is opened, the fourth bypass flow path is activated, so that at least a portion of the heat exchange medium flowing out of the fifth heat exchanger flows to the fourth heat exchanger via the fourth bypass flow path.

[0077] In some embodiments of this application, the heat exchange path further includes:

[0078] The fifth bypass flow path is located between the working fluid outlet of the compressor and the fifth heat exchange flow path;

[0079] When the fifth bypass flow path is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor flows to the fifth heat exchanger via the fifth bypass flow path.

[0080] In some embodiments of this application, the fifth bypass flow path is provided with a fifth bypass valve;

[0081] When the fifth bypass valve is opened, the fifth bypass flow path is activated, so that at least a portion of the heat exchange medium flowing out of the compressor flows to the fifth heat exchanger via the fifth bypass flow path.

[0082] In some embodiments of this application, the heat exchange path further includes:

[0083] A sixth bypass flow path is disposed between the first heat exchange flow path and the fifth heat exchange flow path;

[0084] When the sixth bypass flow path is in operation, at least a portion of the heat exchange medium flowing out of the first heat exchanger flows to the fifth heat exchanger via the sixth bypass flow path.

[0085] In some embodiments of this application, the sixth bypass flow path is provided with a sixth bypass valve;

[0086] When the sixth bypass valve is opened, the sixth bypass flow path is activated, so that at least a portion of the heat exchange medium flowing out of the first heat exchanger flows to the fifth heat exchanger via the sixth bypass flow path.

[0087] In some embodiments of this application, the heat exchange path further includes:

[0088] The second on / off valve is located between the working fluid inlet of the compressor and the fifth heat exchanger;

[0089] When the second on / off valve is opened, at least a portion of the heat exchange medium flowing out of the fifth heat exchanger flows through the second on / off valve to the working medium inlet of the compressor.

[0090] According to a second aspect of this application, a vehicle is provided, including a vehicle thermal management system as described in the first aspect.

[0091] In the vehicle thermal management system of this application embodiment, by setting a return flow path, a portion of the heat exchange medium after being heated and pressurized by the compressor can flow back into the compressor. After mixing with other heat exchange mediums, the initial temperature of the heat exchange medium before heating can be increased, thereby improving the low-temperature heating performance of the vehicle thermal management system for the heat exchange medium and also improving the cold start efficiency of the compressor.

[0092] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0093] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0094] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0095] Figure 1 is a schematic diagram of the overall structure of the vehicle thermal management system provided in an exemplary embodiment of this application;

[0096] Figure 2 shows the normal mode with only the crew cabin cooled;

[0097] Figure 3 shows the hot gas bypass mode with low cooling load only in the crew compartment;

[0098] Figure 4 shows the normal mode with only the electric drive system cooled;

[0099] Figure 5 shows the hot gas bypass mode for cooling only the electric drive system;

[0100] Figure 6 shows the normal mode with only battery cooling;

[0101] Figure 7 shows the hot gas bypass mode for battery cooling only;

[0102] Figure 8 shows the parallel mode in which the crew cabin cooling and battery cooling are activated simultaneously;

[0103] Figure 9 shows the series mode in which the crew cabin cooling and battery cooling are activated simultaneously;

[0104] Figure 10 shows the parallel mode in which the crew cabin cooling and electric drive cooling are activated simultaneously;

[0105] Figure 11 shows the parallel mode where the battery and electric drive cooling are turned on simultaneously;

[0106] Figure 12 shows the parallel mode in which the crew cabin cooling, battery and electric drive cooling are activated simultaneously;

[0107] Figure 13 shows the air source mode for heating only the crew cabin;

[0108] Figure 14 shows the waste heat utilization mode of the motor for heating only the crew cabin;

[0109] Figure 15 shows the combined electric waste heat and air source mode for heating only the crew cabin;

[0110] Figure 16 shows the battery heat source mode for heating only the crew cabin;

[0111] Figure 17 shows an inefficient mode with a low-pressure heat source for heating only the crew compartment.

[0112] Figure 18 shows the inefficient hot air bypass mode without a low-pressure heat source for heating only the crew compartment.

[0113] Figure 19 shows the air source mode for battery-only heating;

[0114] Figure 20 shows the electric drive waste heat mode with only battery heating;

[0115] Figure 21 shows the mixed mode of electric drive waste heat and air source heating with battery heating only;

[0116] Figure 22 shows the hot gas bypass mixing mode without low-pressure heat source for battery heating only;

[0117] Figure 23 shows a mode in which the crew cabin heating and battery heating are connected in parallel using an air source as a low-pressure heat source.

[0118] Figure 24 shows a configuration where the crew cabin heating and battery heating are connected in series, with an air source as the low-pressure heat source.

[0119] Figure 25 shows a mode in which passenger cabin heating and battery heating are combined in parallel using an air source as a low-pressure heat source.

[0120] Figure 26 shows a hybrid series configuration where air source heats the cabin and battery heating are connected in series, with air source heatsinking serving as the low-pressure heat source.

[0121] Figure 27 is a schematic diagram of the overall structure of the vehicle provided in an exemplary embodiment of this disclosure.

[0122] Explanation of reference numerals in the attached diagram: 10. Vehicle; 100. Vehicle thermal management system; 101. Compressor; 101a. Working fluid inlet; 101b. Working fluid outlet; 102. Return flow path; 102a. Return valve; 103. External heat exchange flow path; 104. First heat exchange flow path; 104a. First heat exchanger; 104b. First heat exchange valve; 105. Second heat exchange flow path; 105a. Second heat exchanger; 105b. Second heat exchange valve; 106. First bypass flow path; 106a. First bypass valve; 107. Equipment heat exchange flow path; 108. Third heat exchange flow path; 108a. Third heat exchanger; 108b. Third heat exchange valve; 109. Fourth heat exchange flow path; 109a. Fourth heat exchanger; 109b. Fourth heat exchange valve; 110. First on / off valve; 111. Fifth heat exchange flow path; 111a, Fifth heat exchanger; 111b, Fifth heat exchange valve; 112, Second bypass flow path; 112a, Second bypass valve; 113, Third bypass flow path; 113a, Third bypass valve; 114, Fourth bypass flow path; 114a, Fourth bypass valve; 115, Fifth bypass flow path; 115a, Fifth bypass valve; 116, Sixth bypass flow path; 116a, Sixth bypass valve; 117, Second on / off valve; 118, PTC heater; 119, Cooling fan; 120, Check valve; 121, Gas-liquid separator; 130, Heat exchange flow path; 140, Heat exchanger. Detailed Implementation

[0123] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0124] In related technologies, vehicle air conditioning systems or heat pump systems generally use a compressor to pressurize the heat exchange medium. The heat exchange medium then circulates in the vehicle's heat exchange pipelines and flows through various heat exchangers on the vehicle (such as in-vehicle condensers, out-of-vehicle condensers, evaporators, motor radiators for electric drive systems, battery cooling plates for battery heat exchange, etc.). It exchanges heat with the corresponding vehicle components or the external environment to achieve functions such as cabin cooling, cabin heating, battery heating, battery cooling, and motor cooling.

[0125] This application provides a vehicle and its thermal management system. Please refer to Figures 1 to 26. Figure 1 is a schematic diagram of the structure of the vehicle thermal management system 100 provided in an embodiment of this application.

[0126] The vehicle thermal management system 100 provided in this application is used to be installed on a vehicle 10. The vehicle thermal management system 100 includes a compressor 101, a heat exchange flow path 130 and a return flow path 102.

[0127] The compressor 101 is used to heat the heat exchange medium. In a specific embodiment, the compressor 101 compresses the heat exchange medium, thereby increasing its temperature and pressure. The heat exchange medium can be, for example, a refrigerant. The compressor 101 has a working medium inlet 101a for introducing the heat exchange medium and a working medium outlet 101b for discharging the heat exchange medium to the outside of the compressor 101.

[0128] The heat exchange flow path 130 is provided with at least one heat exchanger 140, and the heat exchange flow path 130 is used to allow at least a portion of the heat exchange working fluid flowing out of the compressor 101 to flow back to the working fluid inlet 101a of the compressor after being heat-exchanged by at least one heat exchanger 140.

[0129] When the reflux path 102 is working, it enables at least a portion of the heat exchange working fluid flowing out of the compressor 101 to flow back to the working fluid inlet of the compressor 101 via the reflux path.

[0130] In some embodiments, the return flow path 102 is provided with a return valve 102a, and when the return valve 102a is open, at least a portion of the heat exchange working fluid flowing out of the compressor 101 flows back to the working fluid inlet 101a of the compressor after passing through the return valve 102a. In other words, the flow of the heat exchange working fluid from the return flow path 102 to the compressor 101 can be controlled by controlling the return valve.

[0131] By adopting the above scheme and setting up a return flow path 102, some of the heat exchange medium heated by the compressor 101 can flow back to the compressor 101. After mixing with other heat exchange mediums, the initial temperature of the heat exchange medium before heating can be increased, which can improve the low-temperature heating performance of the vehicle thermal management system 100 for the heat exchange medium, and also improve the cold start efficiency of the compressor 101.

[0132] In actual use, depending on whether there is a need to heat the heat exchange medium flowing to the compressor 101, the heat exchange medium can be selectively controlled to flow back by opening or closing the return valve 102a.

[0133] In a more specific solution, the flow rate of the heat exchange medium from the return flow path 102 to the compressor 101 can be controlled by selecting the specific type and model of the return valve. Those skilled in the art can select the type and model of the return valve 102a according to actual usage needs, and this application does not impose specific restrictions here.

[0134] In some embodiments, the vehicle thermal management system 100 further includes a gas-liquid separator 121. The gas-liquid separator 121 is used to dehumidify the heat exchange medium. The gas-liquid separator 121 is disposed between the return valve 102a and the compressor 101. By providing the gas-liquid separator 121, it is possible to ensure that the heat exchange medium remains dry. This application does not involve improvements to the structure of the gas-liquid separator itself, and will not be described in detail here.

[0135] In some embodiments, a gas-liquid separator 121 is disposed between a return valve 102a and a working fluid inlet 101a. After heat exchange at various points in the vehicle thermal management system 100, the heat exchange working fluid may flow back to the compressor 101 in a gas-liquid mixed state. By defining the gas-liquid separator 121 connected to the working fluid inlet 101a, it can be ensured that the heat exchange working fluid entering the compressor 101 remains dry.

[0136] In some embodiments, the vehicle thermal management system 100 further includes an external heat exchange path 103. This external heat exchange path 103 is connected to the compressor 101 to allow the heat exchange medium heated by the compressor 101 to circulate and exchange heat with a cold / heat source. Specifically, when the vehicle thermal management system 100 is integrated into the vehicle 10, the cold / heat source can be the environmental area where the vehicle 10 is located, specifically the interior or exterior environment of the vehicle cabin. That is, the heat exchange medium exchanges heat with the vehicle's environment during its flow between the compressor 101 and the external heat exchange path 103, thereby achieving cooling of the heat exchange medium.

[0137] In some embodiments, the external heat exchange flow path 103 includes a first heat exchange flow path 104. The first heat exchange flow path 104 is connected between the working fluid inlet 101a and the working fluid outlet 101b of the compressor. When the first heat exchange flow path 104 is working, at least a portion of the heat exchange working fluid flowing out of the compressor 101 can exchange heat with the vehicle cabin.

[0138] The first heat exchange path 104 is provided with a first heat exchanger 104a and a first heat exchange valve 104b. The first heat exchanger 104a is used to exchange heat between the heat exchange medium and the vehicle cabin to heat the vehicle cabin. The first heat exchange valve 104b is used to control the opening and closing of the first heat exchange path 104, thereby controlling the on / off state of heat exchange between the heat exchange medium and the first heat exchanger 104a. When the first heat exchange valve 104b is open, at least a portion of the heat exchange medium flowing from the compressor 101 exchanges heat with the vehicle cabin through the first heat exchanger 104a. In a more specific embodiment, the first heat exchange valve 104b can be used to control the flow rate of the heat exchange medium flowing through the first heat exchange path 104. This effect can be achieved, for example, by adjusting the type of the first heat exchange valve 104b; for example, the first heat exchange valve 104b can be an electronic expansion valve, a throttle valve, etc. The first heat exchange valve 104b can be set between the first heat exchanger 104a and the working fluid inlet 101a, or it can be set at other positions in the first heat exchange flow path 104 according to actual use needs. This application does not impose any restrictions.

[0139] In a specific design, the first heat exchanger 104a can be, for example, an in-vehicle condenser integrated into the vehicle. The ambient gas and the heat exchange medium heated by the compressor can exchange heat using the in-vehicle condenser. In this case, the ambient gas acts as a cold source, and the heat exchange medium as a heat source. Heat exchange occurs at the in-vehicle condenser, and the heated ambient gas is then transported into the vehicle cabin using devices such as fans, completing the heat exchange between the cabin environment and the heat exchange medium, thus achieving cabin heating. The specific structure of the in-vehicle condenser is not limited here.

[0140] In some embodiments, the vehicle thermal management system 100 further includes a positive temperature coefficient heater (PTC heater), which, for example, can be used to preheat vehicle fuel to enable normal vehicle starting. When the vehicle thermal management system is integrated into the vehicle, the PTC heater 118 is located near the vehicle's condenser so that the heat exchange medium exchanges heat with the PTC heater 118 when it exchanges heat from the condenser. This reduces the power requirement of the PTC heater 118 when preheating fuel. This application does not involve improvements to the principle and structure of the PTC heater 118, and its specific structure will not be described in detail here.

[0141] In some embodiments, the external heat exchange path 103 further includes a second heat exchange path 105; wherein the second heat exchange path 105 is disposed between the first heat exchange path 104 and the working fluid inlet 101a of the compressor.

[0142] When the second heat exchange flow path 105 is working, at least a portion of the heat exchange working fluid flowing out of the compressor 101 exchanges heat with the cold source / heat source.

[0143] The second heat exchange flow path 105 is provided with a second heat exchanger 105a and a second heat exchange valve 105b. The second heat exchanger 105a is used to exchange heat between the heat exchange medium and a cold / heat source. The second heat exchange flow path 105 allows the heat exchange medium to flow to the second heat exchanger 105a and exchange heat with it. The second heat exchange valve 105b is used to control the opening and closing of the second heat exchange flow path 105, thereby controlling the on / off state of heat exchange between the heat exchange medium and the second heat exchanger 105a. When the second heat exchange valve 105b is open, at least a portion of the heat exchange medium flowing from the compressor 101 passes through the second heat exchanger 105a and exchanges heat with the cold / heat source. The second heat exchange valve 105b can be located between the second heat exchanger 105a and the first heat exchange valve 104b, or it can be located at other positions in the second heat exchange flow path 105 according to actual usage needs; this application does not impose any limitations.

[0144] In a specific design, the second heat exchanger 105a can be, for example, an external condenser integrated into the vehicle. The ambient air and the heat exchange medium heated by the compressor can exchange heat at the external condenser. In this case, the ambient air can act as a cold source, and the heat exchange medium as a heat source. The heated ambient air is then transported to parts such as the vehicle body for defrosting using devices such as fans, or dissipated outside the vehicle, thus completing the heat exchange between the external environment and the heat exchange medium. The specific structure of the external condenser is not limited here.

[0145] In some embodiments, the vehicle thermal management system 100 further includes a cooling fan 119 disposed at the external condenser to enhance the heat exchange between the ambient gas and the heat exchange medium at the external condenser during operation.

[0146] In some embodiments, the vehicle thermal management system 100 further includes a one-way valve 120. The one-way valve 120 is disposed in the second heat exchange flow path and is located between the second heat exchanger 105a and the working fluid inlet 101a.

[0147] In some embodiments, the heat exchange flow path further includes a first bypass flow path 106. The first bypass flow path 106 is disposed between the working fluid outlet 101b of the compressor and the second heat exchange flow path 105, so that the heat exchange working fluid can flow from the working fluid outlet 101b to the second heat exchange flow path 105.

[0148] When the first bypass flow path 106 is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor 101 flows from the working fluid outlet of the compressor 101 to the second heat exchange flow path 105.

[0149] In some embodiments, a first bypass valve 106a is provided on the first bypass flow path 106. The first bypass valve 106a is used to control the opening and closing of the first bypass flow path 106, thereby controlling the flow of the heat exchange working fluid from the first bypass flow path 106 to the second heat exchange flow path 105. When the first bypass valve 106a is open, the first bypass flow path 106 is operational, causing at least a portion of the heat exchange working fluid flowing out of the compressor 101 to flow from the compressor's working fluid outlet 101b to the second heat exchange flow path 105.

[0150] By setting a first bypass flow path 106 and a first bypass valve 106a in the first bypass flow path 106, the heat exchange medium can be selectively allowed to flow through the in-vehicle condenser or the out-of-vehicle condenser to achieve different functions such as cabin heating and vehicle body defrosting.

[0151] In some embodiments, the vehicle thermal management system 100 further includes a device heat exchange flow path 107. This device heat exchange flow path 107 is connected to the compressor 101 to allow the heat exchange medium heated by the compressor 101 to circulate and exchange heat with the vehicle. Specifically, the heat exchange medium exchanging heat with the vehicle can be understood as exchanging heat with specific components on the vehicle, such as the vehicle's electric drive system, to cool them. Furthermore, the application of the device heat exchange flow path exchanging heat with the vehicle includes scenarios involving cooling the vehicle cabin.

[0152] It should be noted that although the example illustrates that the equipment heat exchange flow path 107 can be used to cool the vehicle cabin or components, in reality, by adjusting the flow direction of the heat exchange medium in the equipment heat exchange flow path 107, the heat exchange medium can also exchange heat with the vehicle on the equipment heat exchange flow path 107 and heat the equipment integrated on the vehicle. Specific feasible implementation schemes for cooling or heating using the equipment heat exchange flow path 107 will be illustrated in the following text.

[0153] In some embodiments, the device heat exchange path 107 includes a third heat exchange path 108.

[0154] The third heat exchange flow path 108 is disposed between the second heat exchange flow path 105 and the working fluid inlet 101a of the compressor. When the third heat exchange flow path 108 is working, at least a portion of the heat exchange working fluid flowing out of the compressor 101 exchanges heat with the electric drive system of the vehicle.

[0155] In some embodiments, the third heat exchange flow path 108 includes a third heat exchanger 108a and a third heat exchange valve 108b. The third heat exchanger 108a is used to exchange heat between the heat exchange medium and the vehicle's electric drive system. The third heat exchange valve 108b is used to control the opening and closing of the third heat exchange flow path 108, thereby controlling the on / off state of heat exchange between the heat exchange medium and the fourth heat exchanger 109a. When the third heat exchange valve 108b is open, at least a portion of the heat exchange medium flowing out of the compressor 101 exchanges heat with the vehicle's electric drive system via the third heat exchanger 108a. The third heat exchange valve 108b can be located between the third heat exchanger 108a and the second heat exchanger 105a, or it can be located at other positions in the third heat exchange flow path 108 according to actual usage needs; this application does not impose any limitations.

[0156] In a specific embodiment, the third heat exchanger 108a can be an electric heat exchanger, which is installed at the electric drive system of the vehicle. In a more specific embodiment, the electric heat exchanger can be connected to the vehicle motor so that when the heat exchange medium flows through the electric heat exchanger, it can complete the heat exchange with the vehicle motor to cool or heat the vehicle motor.

[0157] In some embodiments, the heat exchange flow path of the device further includes: a fourth heat exchange flow path 109.

[0158] The fourth heat exchange flow path 109 is located between the second heat exchange flow path 105 and the compressor 101. When the fourth heat exchange flow path 109 is working, it allows the heat exchange medium to exchange heat with the vehicle's cabin to cool the vehicle's cabin.

[0159] In some embodiments, the fourth heat exchange path 109 is provided with a fourth heat exchanger 109a and a fourth heat exchange valve 109b.

[0160] The fourth heat exchanger 109a is used to exchange heat between the heat exchange medium and the vehicle cabin to cool the vehicle cabin. The fourth heat exchange valve 109b is used to control the opening and closing of the fourth heat exchange flow path 109, thereby controlling the opening and closing of the heat exchange medium and the third heat exchanger 108a.

[0161] When the fourth heat exchange valve 109b is open, the fourth heat exchange flow path 109 operates, allowing at least a portion of the heat exchange working fluid flowing out of the compressor 101 to exchange heat with the vehicle's cabin via the fourth heat exchanger 109a to cool the vehicle's cabin. The fourth heat exchange valve 109b can be located between the fourth heat exchanger 109a and the second heat exchanger 105a, or it can be located at other positions in the fourth heat exchange flow path 109 according to actual usage needs; this application does not impose any limitations.

[0162] In a specific design, the fourth heat exchanger 109a can be, for example, an evaporator. It is integrated into the vehicle and, when the heat exchange medium flows through it, it allows the ambient gas near the evaporator to exchange heat with the heat exchange medium, thus cooling the ambient gas. Afterward, a fan or other equipment can be used to guide the ambient gas into the vehicle cabin, completing the heat exchange between the vehicle cabin and the heat exchange medium, thereby achieving the cooling of the vehicle cabin.

[0163] In some embodiments, the vehicle thermal management system 100 further includes a first on / off valve 110. The first on / off valve 110 is disposed between the fourth heat exchanger 109a and the working fluid inlet 101a to control the flow of the heat exchange working fluid between the fourth heat exchanger 109a and the working fluid inlet 101a. When the first on / off valve 110 is open, the heat exchange working fluid flowing out of the fourth heat exchanger 109a flows back to the working fluid inlet 101a of the compressor. Specifically, the first on / off valve 110 can also be configured to control the flow rate of the heat exchange working fluid flowing between the fourth heat exchanger 109a and the working fluid inlet 101a of the compressor. The specific method by which the first on / off valve 110 controls the flow rate and on / off state of the heat exchange working fluid can be achieved, for example, by selecting the type and model of the first on / off valve 110; this application does not limit this.

[0164] In some embodiments, the heat exchange flow path further includes a fifth heat exchange flow path 111. The fifth heat exchange flow path 111 is disposed between the working fluid outlet 101b and the working fluid inlet 101a of the compressor, and when the fifth heat exchange flow path 111 is in operation, it enables the heat exchange working fluid to exchange heat with the vehicle's battery.

[0165] In some embodiments, the fifth heat exchange flow path 111 includes a fifth heat exchanger 111a and a fifth heat exchange valve 111b. The fifth heat exchanger 111a is used to exchange heat between the heat exchange medium and the vehicle's battery. The fifth heat exchange valve 111b is used to control the opening and closing of the fifth heat exchange flow path 111, thereby controlling the opening and closing of the heat exchange between the heat exchange medium and the fifth heat exchanger 111a. When the fifth heat exchange valve 111b is open, at least a portion of the heat exchange medium flowing out of the compressor 101 exchanges heat with the vehicle's battery via the fifth heat exchanger 111a. In a specific embodiment, the fifth heat exchange valve 111b may also be configured to control the flow rate of the heat exchange medium in the fifth heat exchange flow path 111. The specific method by which the fifth heat exchange valve 111b controls the flow rate and on / off state of the heat exchange medium can be achieved, for example, by selecting the type and model of the fifth heat exchange valve. The fifth heat exchange valve 111b can be set between the fifth heat exchanger 111a and the compressor 101, or it can be set at other positions in the fifth heat exchange flow path 111 according to actual use needs. This application does not impose any restrictions.

[0166] In a specific embodiment, the fifth heat exchanger 111a can be a battery heat exchanger connected to the vehicle battery. More specifically, the battery heat exchanger can be, for example, a battery cold plate, so that when the heat exchange medium flows through the battery heat exchanger, it can complete the heat exchange with the vehicle battery and achieve cooling or heating of the battery.

[0167] In some embodiments, the heat exchange flow path further includes a second bypass flow path 112. The second bypass flow path 112 is disposed between the fifth heat exchange flow path 111 and the working fluid inlet 101a of the compressor. When the second bypass flow path 112 is in operation, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path 111 flows through the second bypass flow path 112 to the working fluid inlet 101 of the compressor, so that the heat exchange working fluid flows from the fifth heat exchange flow path 111 to the working fluid inlet 101a of the compressor and heats the vehicle's battery.

[0168] In some embodiments, a second bypass valve 112a is provided on the second bypass flow path 112. The second bypass valve 112a is used to control the flow of the heat exchange working fluid from the second bypass flow path 112 to the working fluid inlet 101a. When the second bypass valve 112a is open, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path 111 flows through the second bypass flow path 112 to the working fluid inlet 101a of the compressor. This achieves control over whether the heat exchange working fluid flowing through the fifth heat exchanger 111a flows to the working fluid inlet 101a through the second bypass flow path 112.

[0169] In some embodiments, the second bypass flow path 112 is connected between the second heat exchange flow path 105 and the working fluid inlet 101a of the compressor. This enables the second bypass valve 112a to control whether the heat exchange working fluid flowing through the second heat exchanger 105a passes through the second bypass flow path 112 and flows to the working fluid inlet 101a.

[0170] In some embodiments, the vehicle thermal management system 100 further includes a third bypass flow path 113. The third bypass flow path 113 is disposed between the fourth heat exchange flow path 109 and the fifth heat exchange flow path 111. When the third bypass flow path 113 is in operation, at least a portion of the heat exchange medium flowing out of the fourth heat exchanger 109a flows through the third bypass flow path 113 to the fifth heat exchanger 111a. This bypass flow path 113 can be used, for example, to allow the heat exchange medium to flow from the fourth heat exchanger 109a to the fifth heat exchanger 111a and to cool the vehicle's battery.

[0171] In some embodiments, a third bypass flow path 113 is provided with a third bypass valve 113a. The third bypass valve 113a is used to control the opening and closing of the third bypass flow path 113, thereby controlling the flow of the heat exchange medium from the fourth heat exchanger 109a to the fifth heat exchanger 111a. When the third bypass valve 113a is open, at least a portion of the heat exchange medium flowing out of the fourth heat exchanger 109a flows to the fifth heat exchanger 111a through the third bypass flow path 113.

[0172] In some embodiments, the heat exchange flow path further includes a fourth bypass flow path 114. The fourth bypass flow path 114 is disposed between the fourth heat exchange flow path 109 and the fifth heat exchange flow path 111. When the fourth bypass flow path 114 is in operation, at least a portion of the heat exchange medium flowing out of the fifth heat exchanger 111a flows through the fourth bypass flow path 114 to the fourth heat exchanger 109a, for example, to allow the heat exchange medium to flow from the fifth heat exchanger 111a to the fourth heat exchanger 109a and heat the vehicle's battery.

[0173] In some embodiments, a fourth bypass valve 114a is provided on the fourth bypass flow path 114. The fourth bypass valve 114a is used to control the opening and closing of the fourth bypass flow path 114, thereby controlling the flow of the heat exchange medium from the fifth heat exchanger 111a to the fourth heat exchanger 109a. When the fourth bypass valve 114a is open, the fourth bypass flow path 114 is operational, so that at least a portion of the heat exchange medium flowing out of the fifth heat exchanger 111a flows to the fourth heat exchanger 109a via the fourth bypass flow path 114.

[0174] In some embodiments, the heat exchange flow path further includes a fifth bypass flow path 115. The fifth bypass flow path 115 is disposed between the working fluid outlet 101b and the fifth heat exchange flow path 111. When the fifth bypass flow path 115 is in operation, at least a portion of the heat exchange working fluid flowing out of the compressor 101 flows through the fifth bypass flow path 115 to the fifth heat exchanger 111a, so that the heat exchange working fluid can flow from the working fluid outlet 101b to the fifth heat exchanger 111a.

[0175] In some embodiments, a fifth bypass valve 115a is provided on the fifth bypass flow path 115. The fifth bypass valve 115a is used to control the opening and closing of the fifth bypass flow path 115, thereby controlling the flow of the heat exchange working fluid from the working fluid outlet 101b to the fifth heat exchanger 111a. When the fifth bypass valve 115a is open, at least a portion of the heat exchange working fluid flowing out of the compressor 101 flows to the fifth heat exchanger 111a through the fifth bypass flow path 115.

[0176] In some embodiments, the vehicle thermal management system 100 further includes a sixth bypass flow path 116. The sixth bypass flow path 116 is disposed between the first heat exchange flow path 104 and the fifth heat exchange flow path 111. When the sixth bypass flow path 116 is in operation, at least a portion of the heat exchange working fluid flowing out of the first heat exchanger 104a flows through the sixth bypass flow path 116 to the fifth heat exchanger 111a.

[0177] In some embodiments, a sixth bypass valve 116a is provided on the sixth bypass flow path 116. The sixth bypass valve 116a is used to control the opening and closing of the sixth bypass flow path 116, thereby controlling the flow of the heat exchange medium from the first heat exchanger 104a to the fifth heat exchanger 111a. When the sixth bypass valve 116a is open, the sixth bypass flow path 116 is operational, so that at least a portion of the heat exchange medium flowing out of the first heat exchanger 104a flows to the fifth heat exchanger 111a through the sixth bypass flow path 116.

[0178] In some embodiments, the vehicle thermal management system 100 further includes a second on / off valve 117. The second on / off valve 117 is disposed between the working fluid inlet 101a and the fifth heat exchanger 111a to control the flow of the heat exchange working fluid from the fifth heat exchanger 111a to the working fluid inlet 101a. When the second on / off valve 117 is open, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchanger 111a flows through the second on / off valve 117 to the working fluid inlet 101a of the compressor.

[0179] In some embodiments, as an exemplary illustration of the valve selection mentioned in this application, referring to FIG1, the return valve 102a, the first heat exchange valve 104b, the third heat exchange valve 108b, the fourth heat exchange valve 109b, the fifth heat exchange valve 111b, and the fifth bypass valve 115a can be configured as electronic expansion valves, and the second heat exchange valve 105b, the first bypass valve 106a, the second bypass valve 112a, the third bypass valve 113a, the fourth bypass valve 114a, the fifth bypass valve 115a, the sixth bypass valve 116a, the first on / off valve 110, and the second on / off valve 117 can be configured as electromagnetic switching valves to cooperate with each heat exchanger, heat exchange flow path, and bypass flow path to cool or heat various vehicle components. Of course, depending on the usage scenario and usage requirements, those skilled in the art can flexibly select specific types of valves such as electromagnetic switching valves, electronic expansion valves, butterfly valves, flow regulating valves, and throttle valves. For example, in order to control the flow rate of the heat exchange medium in the corresponding flow path, the above-mentioned electronic expansion valves can also be replaced by throttle valves. The selection of the above-mentioned valves should not be regarded as a limitation on the inventive concept of this application.

[0180] By adopting the above scheme and through the coordination of various valves, heat exchangers and flow paths, the vehicle thermal management system 100 has multiple working modes to adapt to different vehicle usage needs.

[0181] This disclosure exemplarily describes the operation of a vehicle thermal management system. Specifically, the vehicle thermal management system has at least the following operating modes (exemplarily illustrated using compressor 101 as the compressor and refrigerant as the heat exchange medium):

[0182] Figure 2 shows the normal mode with only the crew cabin cooled. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open, while the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, the fourth bypass valve 114a, the return valve 102a, the fifth bypass valve 115a, the first heat exchange valve 104b, the fifth heat exchange valve 111b, and the third heat exchange valve 108b are closed. The opening degree of the fourth heat exchange valve 109b is controlled by the superheat of the compressor suction port.

[0183] The low-pressure, low-temperature refrigerant is compressed by the compressor into a high-temperature, high-pressure superheated refrigerant; it flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; after being throttled by the fourth heat exchange valve 109b, it becomes a low-temperature, low-pressure two-phase refrigerant; it absorbs heat from the passenger compartment through the fourth heat exchanger 109a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and is sent to the gas-liquid separator 121 through the first on / off valve 110 to achieve gas-liquid separation, and finally is drawn back into the compressor cavity for compression, completing a typical refrigeration cycle.

[0184] Figure 3 shows the hot gas bypass mode with low cooling load only in the crew cabin. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open; the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed; and the fifth bypass valve 115a, the first heat exchange valve 104b, the fifth heat exchange valve 111b, and the third heat exchange valve 108b are closed. The opening degree of the return valve 102a and the opening degree of the fourth heat exchange valve 109b are controlled by the temperature of the electric drive and the superheat of the compressor's suction port, respectively.

[0185] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant. The superheated refrigerant discharged from the compressor 101 is divided into two parts. One part of the superheated refrigerant passes through the hot gas bypass circuit and is throttled into low-pressure superheated vapor by the return valve 102a. The other part is the same as in the above-mentioned normal mode. It absorbs heat from the crew compartment through the fourth heat exchanger 109a and becomes a low-temperature, low-pressure superheated or two-phase refrigerant. It is then sent to the gas-liquid separator 121 through the first on / off valve 110, where it mixes with the bypassed superheated refrigerant and achieves gas-liquid separation. Finally, it is drawn back into the compression chamber of the compressor 101 for compression, completing the refrigeration cycle process in the low-load hot gas bypass mode.

[0186] Figure 4 shows the normal mode with only the electric drive system cooled. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open, while the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, the fourth bypass valve 114a, the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the fifth heat exchange valve 111b are closed. The opening degree of the third heat exchange valve 108b is controlled by the superheat of the compressor 101 suction port.

[0187] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant; it flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; after being throttled by the third heat exchange valve 108b, it becomes a low-temperature, low-pressure two-phase refrigerant; it absorbs heat from the electric drive system through the third heat exchanger 108a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and is then sent to the gas-liquid separator 121 through the first on / off valve 110 to achieve gas-liquid separation, and finally is drawn back into the compression chamber by the compressor 101 for compression, completing the cooling cycle of the electric drive system and achieving temperature control of the electric drive system.

[0188] Figure 5 shows the hot gas bypass mode where only the electric drive system is cooled. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open; the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed; and the fifth bypass valve 115a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the fifth heat exchange valve 111b are closed. The opening degree of the return valve 102a and the opening degree of the third heat exchange valve 108b are controlled by the temperature of the electric drive and the superheat of the suction port of the compressor 101, respectively.

[0189] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. A portion of this refrigerant flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the third heat exchange valve 108b, it becomes a low-temperature, low-pressure two-phase refrigerant. It then flows through the third heat exchanger 108a... The refrigerant absorbs heat from the electric drive system and becomes a superheated or two-phase refrigerant at low temperature and low pressure. It is then sent to the gas-liquid separator 121 through the first on / off valve 110. Another part of the refrigerant is throttled by the return valve 102a and becomes a high-temperature, low-pressure refrigerant. It is then sent to the gas-liquid separator 121, where it mixes with the first part of the refrigerant to achieve gas-liquid separation. Finally, it is drawn into the compression chamber of the compressor 101 for compression, completing the cooling cycle of the electric drive system and achieving temperature control of the electric drive system.

[0190] Figure 6 shows the normal mode with only battery cooling. In this mode, the second on / off valve 117, the first bypass valve 106a, the second heat exchange valve 105b, and the fourth bypass valve 114a are open; the first on / off valve 110, the third bypass valve 113a, the second bypass valve 112a, and the sixth bypass valve 116a are closed; and the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed. The opening degree of the fifth heat exchange valve 111b is controlled by the superheat of the compressor 101 suction port.

[0191] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant. It then flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, it becomes a low-temperature, low-pressure two-phase refrigerant. It absorbs heat from the battery pack through the fifth heat exchanger 111a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant. It is then sent to the gas-liquid separator 121 through the second on / off valve 117 to achieve gas-liquid separation. Finally, it is drawn back into the compression chamber by the compressor 101 for compression, completing the cooling cycle of the battery pack and achieving temperature control of the battery pack.

[0192] Figure 7 shows the hot gas bypass mode with only battery cooling. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open; the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed; and the fifth bypass valve 115a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed. The opening degree of the return valve 102a and the opening degree of the fifth heat exchange valve 111b are controlled by the temperature of the electric drive and the superheat of the suction port of the compressor 101, respectively.

[0193] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant. A portion of this refrigerant flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, it becomes a low-temperature, low-pressure two-phase refrigerant. It absorbs heat from the battery through the fifth heat exchanger 111a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and is then sent to the gas-liquid separator 121 through the second on / off valve 117. Another portion of the refrigerant is throttled by the return valve 102a, becoming a high-temperature, low-pressure refrigerant, and is sent to the gas-liquid separator 121. After mixing with the first portion of the refrigerant, gas-liquid separation is achieved. Finally, it is drawn back into the compression chamber by the compressor 101 for compression, completing the battery cooling cycle and achieving temperature control of the battery.

[0194] Figure 8 shows a parallel mode in which the occupant cabin cooling and battery cooling are activated simultaneously. In this mode, the first on / off valve 110, the second on / off valve 117, the first bypass valve 106a, the second heat exchange valve 105b, and the fourth bypass valve 114a are open; the third bypass valve 113a, the second bypass valve 112a, and the sixth bypass valve 116a are closed; the return valve 102a, the fifth bypass valve 115a, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed; the opening degree of the fourth heat exchange valve 109b is controlled by the superheat of the compressor 101 suction port; and the opening degree of the fifth heat exchange valve 111b is controlled by the battery pack cooling outlet pressure.

[0195] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; it flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; a portion of the refrigerant, after being throttled by the fifth heat exchange valve 111b, becomes a low-temperature, low-pressure two-phase refrigerant, which absorbs heat from the battery pack through the fifth heat exchanger 111a, becoming a low-temperature, low-pressure superheated or subcooled refrigerant. Two-phase refrigerant is sent to gas-liquid separator 121 through second on / off valve 117; another part of the refrigerant absorbs heat from the crew compartment through fourth heat exchanger 109a and becomes a low-temperature, low-pressure superheated or two-phase refrigerant, which is then sent to gas-liquid separator 121 through first on / off valve 110; the two parts of refrigerant achieve gas-liquid separation in gas-liquid separator 121, and are finally drawn into the compression chamber of compressor 101 for compression, completing the simultaneous cooling cycle process of the crew compartment and battery pack, thereby achieving the comfort of the crew compartment and the temperature control of the battery respectively.

[0196] Figure 9 shows a series mode in which the occupant cabin cooling and battery cooling are activated simultaneously. In this mode, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, and the second heat exchange valve 105b are open; the first on / off valve 110, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed; and the return valve 102a, the fifth bypass valve 115a, the first heat exchange valve 104b, the fifth heat exchange valve 111b, and the third heat exchange valve 108b are closed. The opening degree of the fourth heat exchange valve 109b is controlled by the superheat of the compressor 101 suction port.

[0197] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; it flows to second heat exchanger 105a through first bypass valve 106a and second heat exchange valve 105b. Under the influence of cooling fan 119 or vehicle speed, it releases heat to the ambient air through second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; another part of the refrigerant absorbs heat from the passenger compartment through fourth heat exchanger 109a, becoming a low-temperature, low-pressure two-phase refrigerant, and is sent to fifth heat exchanger 111a through third bypass valve 113a, absorbing heat from the battery pack and becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and is sent to gas-liquid separator 121 through second on / off valve 117 to achieve gas-liquid separation, and finally is drawn back into the compression chamber by compressor 101 for compression, completing the simultaneous cooling cycle of the passenger compartment and battery pack, respectively achieving passenger compartment comfort and battery temperature control.

[0198] Figure 10 shows a parallel mode in which the crew cabin cooling and electric drive cooling are activated simultaneously. In this mode, the first on / off valve 110, the first bypass valve 106a, and the second heat exchange valve 105b are open; the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed; the return valve 102a, the fifth bypass valve 115a, the first heat exchange valve 104b, and the fifth heat exchange valve 111b are closed; the opening degree of the fourth heat exchange valve 109b is controlled by the superheat of the compressor 101 suction port; and the opening degree of the third heat exchange valve 108b is controlled by the electric drive cooling outlet pressure.

[0199] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. It then flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant. A portion of the refrigerant, after being throttled by the third heat exchange valve 108b, becomes a low-temperature, low-pressure two-phase refrigerant. This refrigerant then absorbs heat from the battery pack through the third heat exchanger 108a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant. One portion of the refrigerant is sent to the gas-liquid separator 121 through the first on / off valve 110; the other portion of the refrigerant absorbs heat from the crew compartment through the fourth heat exchanger 109a and becomes a superheated or two-phase refrigerant at low temperature and low pressure, and is sent to the gas-liquid separator 121 through the first on / off valve 110; the two portions of refrigerant achieve gas-liquid separation in the gas-liquid separator 121, and are finally drawn into the compression chamber of the compressor 101 for compression, completing the cycle process of simultaneous cooling of the crew compartment and the electric drive system, thereby achieving the comfort of the crew compartment and the temperature control of the electric drive system respectively.

[0200] Figure 11 shows the parallel mode in which the battery and electric drive cooling are turned on simultaneously. In this mode, the first on / off valve 110, the second on / off valve 117, the first bypass valve 106a, the second heat exchange valve 105b, and the fourth bypass valve 114a are open, the third bypass valve 113a, the second bypass valve 112a, and the sixth bypass valve 116a are closed, and the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, and the first heat exchange valve 104b are closed. The third heat exchange valve 108b is controlled by the superheat of the compressor 101 suction port, and the opening degree of the fifth heat exchange valve 111b is controlled by the battery pack cooling outlet pressure.

[0201] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; it flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; a portion of the refrigerant, after being throttled by the fifth heat exchange valve 111b, becomes a low-temperature, low-pressure two-phase refrigerant, which absorbs heat from the battery pack through the fifth heat exchanger 111a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and then passes through the second on / off valve. Valve 117 sends the refrigerant into the gas-liquid separator 121; another part of the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant after being throttled by the third heat exchange valve 108b, and absorbs heat from the battery pack through the third heat exchanger 108a to become a low-temperature, low-pressure superheated or two-phase refrigerant, and is sent into the gas-liquid separator 121 through the first on / off valve 110; the two parts of the refrigerant achieve gas-liquid separation in the gas-liquid separator 121, and are finally drawn into the compression chamber of the compressor 101 for compression, completing the cycle process of simultaneous cooling of the battery and electric drive, and realizing temperature control of the battery and electric drive system respectively.

[0202] Figure 12 shows a parallel mode in which the crew cabin cooling, battery cooling, and electric drive cooling are all activated simultaneously. In this mode, the first on / off valve 110, the second on / off valve 117, the first bypass valve 106a, the second heat exchange valve 105b, and the fourth bypass valve 114a are open; the third bypass valve 113a, the second bypass valve 112a, and the sixth bypass valve 116a are closed; and the return valve 102a, the fifth bypass valve 115a, and the first heat exchange valve 104b are closed. The opening degree of the fourth heat exchange valve 109b is controlled by the superheat of the compressor 101 suction port; the opening degree of the fifth heat exchange valve 111b is controlled by the battery pack cooling outlet pressure; and the opening degree of the third heat exchange valve 108b is controlled by the superheat of the refrigerant outlet on the electric drive heat exchanger.

[0203] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; it flows through the first bypass valve 106a and the second heat exchange valve 105b to the second heat exchanger 105a. Under the influence of the cooling fan 119 or vehicle speed, it releases heat to the ambient air through the second heat exchanger 105a, forming a high-pressure, medium-temperature two-phase or subcooled refrigerant; a portion of the refrigerant, after being throttled by the fifth heat exchange valve 111b, becomes a low-temperature, low-pressure two-phase refrigerant, which absorbs heat from the battery pack through the fifth heat exchanger 111a, becoming a low-temperature, low-pressure superheated or two-phase refrigerant, and is sent to the gas-liquid separator 121 through the second on / off valve 117; another portion of the refrigerant passes through the third heat exchange valve... After being throttled by the heat exchange valve 108b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It absorbs heat from the electric drive through the third heat exchanger 108a and becomes a low-temperature, low-pressure superheated or two-phase refrigerant. Another portion of the refrigerant is throttled by the fourth heat exchange valve 109b and becomes a low-temperature, low-pressure two-phase refrigerant. It absorbs heat from the passenger compartment through the evaporator and is then sent to the gas-liquid separator 121 along with the first on / off valve 110. The three parts of the refrigerant are separated into gas and liquid in the gas-liquid separator 121 and are finally drawn into the compression chamber by the compressor 101 for compression. This completes the cycle of cooling the passenger compartment and simultaneously cooling the battery and electric drive, thereby achieving temperature control for passenger compartment comfort, battery, and electric drive system.

[0204] Figure 13 shows the air source mode for heating only the crew cabin. In this mode, the second bypass valve 112a and the second heat exchange valve 105b are open, the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed, and the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, the fifth heat exchange valve 111b, and the third heat exchange valve 108b are closed. The opening degree of the first heat exchange valve 104b is controlled by the superheat of the compressor 101 intake port.

[0205] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. The high-temperature, high-pressure refrigerant exchanges heat with the humid air in the passenger compartment through the first heat exchanger 104a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the first heat exchange valve 104b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It flows through the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it absorbs heat from the ambient air to form a low-temperature, low-pressure superheated refrigerant. It then passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0206] Figure 14 shows the waste heat utilization mode of the motor for heating only the crew cabin. In this mode, the first on / off valve 110 and the fourth bypass valve 114a are open, the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a and the second heat exchange valve 105b are closed, the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b and the fifth heat exchange valve 111b are closed, the third heat exchange valve 108b is fully open, and the opening degree of the first heat exchange valve 104b is controlled by the superheat of the compressor 101 suction port.

[0207] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant; the high-temperature, high-pressure refrigerant exchanges heat with the humid air in the crew compartment through the first heat exchanger 104a and becomes a high-pressure, medium-temperature two-phase or subcooled refrigerant; the refrigerant is throttled by the first heat exchange valve 104b and becomes a low-temperature, low-pressure two-phase refrigerant; after passing through the fourth bypass valve 114a, it flows through the electric drive heat exchanger, absorbs the waste heat of the electric drive system, and becomes a low-temperature, low-pressure superheated gas; after passing through the first on / off valve 110, it is sent into the gas-liquid separator 121 to achieve gas-liquid separation, and finally is drawn back into the compressor 101 cavity for compression to complete the heating cycle process.

[0208] Figure 15 shows the combined mode of electric drive waste heat and air source heating for crew cabin only. In this mode, the first on / off valve 110 and the second heat exchange valve 105b are open, the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a and the fourth bypass valve 114a are closed, and the return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b and the fifth heat exchange valve 111b are closed. The opening degree of the first heat exchange valve 104b and the opening degree of the third heat exchange valve 108b are controlled by the superheat of the compressor 101 suction port and the temperature of the electric drive system, respectively.

[0209] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. The high-temperature, high-pressure refrigerant exchanges heat with the humid air in the passenger compartment through the first heat exchanger 104a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the first heat exchange valve 104b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It flows through the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it absorbs heat from the ambient air, forming a low-temperature, low-pressure two-phase refrigerant. After passing through the third heat exchange valve 108b, the refrigerant absorbs waste heat from the electric drive system through the electric drive heat exchanger, becoming a low-temperature, low-pressure superheated gas. It passes through the first on / off valve 110 and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0210] Figure 16 shows the battery heat source mode for heating only the crew cabin. In this mode, the second on / off valve 117 is open, and the first on / off valve 110, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a, the second heat exchange valve 105b, and the fourth bypass valve 114a are closed. The return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, and the third heat exchange valve 108b are closed. The first heat exchange valve 104b is controlled by the superheat of the compressor 101 suction port.

[0211] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant; the high-temperature, high-pressure refrigerant exchanges heat with the humid air in the crew compartment through the first heat exchanger 104a and becomes a high-pressure, medium-temperature two-phase or subcooled refrigerant; the refrigerant is throttled by the first heat exchange valve 104b and becomes a low-temperature, low-pressure two-phase refrigerant; the fifth heat exchange valve 111b is fully open, and the refrigerant absorbs heat from the battery through the fifth heat exchanger 111a, forming a low-temperature, low-pressure superheated refrigerant; it passes through the second on / off valve 117 and is sent into the gas-liquid separator 121 to achieve gas-liquid separation, and finally is drawn back into the compressor 101 cavity for compression, completing the heating cycle process.

[0212] Figure 17 shows the low-pressure heat source inefficient mode for heating only the crew cabin. In this mode, the first on / off valve 110 and the fourth bypass valve 114a are open, while the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a, and the second heat exchange valve 105b are closed. The return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, and the fifth heat exchange valve 111b are closed, and the fourth heat exchange valve 109b is fully open. The opening degree of the first heat exchange valve 104b and the fourth heat exchange valve 109b is controlled by the superheat of the compressor 101 suction port.

[0213] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant; the high-temperature, high-pressure refrigerant exchanges heat with the humid air in the crew compartment through the first heat exchanger 104a and becomes a high-pressure, medium-temperature two-phase or subcooled refrigerant; the refrigerant is throttled by the first heat exchange valve 104b and becomes a low-temperature, low-pressure two-phase refrigerant; it flows to the fourth heat exchanger 109a through the fourth bypass valve 114a, absorbs the heated humid air and becomes a low-temperature, low-pressure superheated gas; it passes through the first on / off valve 110 and is sent into the gas-liquid separator 121 to achieve gas-liquid separation, and finally is drawn back into the compressor 101 cavity for compression to complete the heating cycle process.

[0214] Figure 18 shows the inefficient hot gas bypass mode without a low-pressure heat source for heating only the crew cabin. In this mode, the second bypass valve 112a and the fourth bypass valve 114a are open, the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, the sixth bypass valve 116a and the second heat exchange valve 105b are closed, and the fifth bypass valve 115a, the fourth heat exchange valve 109b, the fifth heat exchange valve 111b and the third heat exchange valve 108b are closed. The opening degree of the return valve 102a and the opening degree of the first heat exchange valve 104b are controlled by the superheat of the compressor 101 suction port and the suction port pressure.

[0215] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. A portion of the high-temperature, high-pressure refrigerant exchanges heat with the humid air in the crew compartment through the first heat exchanger 104a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the first heat exchange valve 104b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It then enters the gas-liquid separator 121 through the fourth bypass valve 114a and the second bypass valve 112a. Another portion of the refrigerant is throttled by the return valve 102a and enters the gas-liquid separator 121, where it mixes with the two-phase refrigerant after being throttled by the first heat exchange valve 104b, is controlled to be in a superheated state, and is finally drawn back into the compressor 101 cavity for compression, completing the heating cycle process without a low-pressure heat source.

[0216] Figure 19 shows the air source mode with battery heating only. In this mode, the second bypass valve 112a and the second heat exchange valve 105b are open, the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed, the return valve 102a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed, the fifth bypass valve 115a is fully open, and the opening degree of the fifth heat exchange valve 111b is controlled by the superheat of the compressor 101 suction port.

[0217] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. The high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It flows through the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it absorbs heat from the ambient air, forming a low-temperature, low-pressure superheated refrigerant. It then passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0218] Figure 20 shows the electric drive waste heat mode with only battery heating. In this mode, the first on / off valve 110 and the fourth bypass valve 114a are open, the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a and the second heat exchange valve 105b are closed, the return valve 102a, the fourth heat exchange valve 109b and the first heat exchange valve 104b are closed, and the fifth bypass valve 115a and the third heat exchange valve 108b are fully open. The opening degree of the fifth heat exchange valve 111b is controlled by the superheat of the compressor 101 suction port.

[0219] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant; the high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant; the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant after being throttled by the fifth heat exchange valve 111b; it flows to the third heat exchanger 108a through the fourth bypass valve 114a to absorb the waste heat during the electric drive operation, forming a low-temperature, low-pressure superheated refrigerant; it passes through the first on / off valve 110 and is sent to the gas-liquid separator 121 to achieve gas-liquid separation, and finally is drawn back into the compressor 101 cavity for compression, completing the heating cycle process.

[0220] Figure 21 shows a mixed mode of electric drive waste heat and air source heating with only battery heating. In this mode, the first on / off valve 110 and the second heat exchange valve 105b are open, the second on / off valve 117, the third bypass valve 113a, the second bypass valve 112a, the first bypass valve 106a, the sixth bypass valve 116a and the fourth bypass valve 114a are closed, the return valve 102a, the fourth heat exchange valve 109b and the first heat exchange valve 104b are closed, and the fifth bypass valve 115a and the third heat exchange valve 108b are fully open. The opening degree of the fifth heat exchange valve 111b is controlled by the superheat of the compressor 101 suction port.

[0221] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. The high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It flows through the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it absorbs heat from the ambient air, forming a low-temperature, low-pressure two-phase refrigerant. It flows through the third heat exchange valve 108b to the third heat exchanger 108a, absorbing residual heat during the electric drive operation, forming a low-temperature, low-pressure superheated refrigerant. It passes through the first on / off valve 110 and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0222] Figure 22 shows a battery-heated, low-pressure heat source-free hot gas bypass mixing mode. In this mode, the second bypass valve 112a and the fourth bypass valve 114a are open, the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, the sixth bypass valve 116a and the second heat exchange valve 105b are closed, the fourth heat exchange valve 109b, the first heat exchange valve 104b and the third heat exchange valve 108b are closed, the fifth bypass valve 115a is fully open, and the opening degree of the return valve 102a and the fifth heat exchange valve 111b are controlled by the superheat and suction pressure of the compressor 101 suction port.

[0223] The low-pressure, low-temperature refrigerant is compressed by the compressor 101 into a high-temperature, high-pressure superheated refrigerant; a portion of the high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant; the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant after being throttled by the fifth heat exchange valve 111b; it flows into the gas-liquid separator 121 through the fourth bypass valve 114a and the second bypass valve 112a; another portion of the refrigerant enters the gas-liquid separator 121 after being throttled by the return valve 102a, mixes with the two-phase refrigerant after being throttled by the fifth heat exchange valve 111b, is controlled in a superheated state, and is finally drawn back into the compressor 101 cavity for compression, completing the heating cycle process without a low-pressure heat source.

[0224] As shown in Figure 23, the passenger compartment heating and battery heating are connected in parallel using an air source as a low-pressure heat source. In this configuration, the second bypass valve 112a and the second heat exchange valve 105b are open, while the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, the sixth bypass valve 116a, and the fourth bypass valve 114a are closed. The return valve 102a, the fourth heat exchange valve 109b, and the third heat exchange valve 108b are closed. The opening degree of the fifth bypass valve 115a is adjusted according to the average temperature of the battery pack. The opening degree of the fifth heat exchange valve 111b is controlled by the refrigerant subcooling at the heating outlet of the fifth heat exchanger 111a. The opening degree of the first heat exchange valve 104b is controlled by the refrigerant superheat at the suction port of the compressor 101.

[0225] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; a portion of the high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant; another portion of the high-temperature, high-pressure refrigerant exchanges heat with the humid air in the crew compartment through the first heat exchanger 104a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. The refrigerant is then throttled by the first heat exchange valve 104b. It then becomes a low-temperature, low-pressure two-phase refrigerant; the two parts of the refrigerant mix before the second heat exchange valve 105b and flow to the second heat exchanger 105a through the connected pipeline. Under the influence of the cooling fan 119 or the vehicle speed, it absorbs heat from the ambient air through the second heat exchanger 105a to form a low-temperature, low-pressure superheated refrigerant; it passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 to achieve gas-liquid separation, and finally is drawn into the compressor 101 cavity again for compression to complete the heating cycle process.

[0226] As shown in Figure 24, the passenger compartment heating and battery heating are connected in series using an air source as a low-pressure heat source. In this configuration, the second bypass valve 112a, the sixth bypass valve 116a, and the second heat exchange valve 105b are open, while the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, and the fourth bypass valve 114a are closed. The return valve 102a, the fifth bypass valve 115a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed. The opening degree of the fifth heat exchange valve 111b is controlled by the refrigerant superheat at the suction port of the compressor 101.

[0227] The low-pressure, low-temperature refrigerant is compressed by compressor 101 into a high-temperature, high-pressure superheated refrigerant. The high-temperature, high-pressure refrigerant exchanges heat with the humid air in the passenger compartment through the first heat exchanger 104a, becoming a high-pressure, medium-temperature two-phase refrigerant. It then flows through solenoid valve 12 into the fifth heat exchanger 111a, releasing heat to the battery and becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant. After being throttled by the fifth heat exchange valve 111b, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. It then flows through the second heat exchange valve 105b to the second heat exchanger 105a, where, under the influence of the cooling fan 119 or vehicle speed, it absorbs heat from the ambient air, forming a low-temperature, low-pressure superheated refrigerant. It then passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0228] As shown in Figure 25, the passenger compartment heating and battery heating are connected in parallel using an air source as the low-pressure heat absorber. In this configuration, the second bypass valve 112a, the sixth bypass valve 116a, and the second heat exchange valve 105b are open; the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, and the fourth bypass valve 114a are closed; and the return valve 102a, the fourth heat exchange valve 109b, and the third heat exchange valve 108b are closed. The opening of the fifth bypass valve 115a is adjusted according to the average temperature of the battery pack. The opening of the fifth heat exchange valve 111b is controlled by the refrigerant subcooling at the heating outlet of the fifth heat exchanger 111a, and the opening of the first heat exchange valve 104b is controlled by the refrigerant superheat at the suction port of the compressor 101.

[0229] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant. A portion of the refrigerant passes through the first heat exchanger 104a and exchanges heat with the humid air in the crew compartment, becoming a high-pressure, medium-temperature two-phase refrigerant. Part of this two-phase refrigerant is throttled by the first heat exchange valve 104b, becoming a low-temperature, low-pressure two-phase refrigerant. The other part, at high pressure and medium temperature, mixes with the high-temperature, high-pressure refrigerant after throttling by the fifth bypass valve 115a, reducing the superheat of the refrigerant entering the fifth heat exchanger 111a. The mixed, low-superheat, high-temperature, high-pressure refrigerant then releases heat to the battery through the fifth heat exchanger 111a, becoming high-pressure. The refrigerant, in a medium-temperature two-phase or subcooled state, is throttled by the fifth heat exchange valve 111b and becomes a low-temperature, low-pressure two-phase refrigerant. The two parts of the refrigerant mix before the second heat exchange valve 105b and flow to the second heat exchanger 105a through the connected pipeline. Under the influence of the cooling fan 119 or vehicle speed, the refrigerant absorbs heat from the ambient air through the second heat exchanger 105a, forming a low-temperature, low-pressure superheated refrigerant. It then passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 for gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle.

[0230] As shown in Figure 26, the passenger compartment heating and battery heating are connected in series using an air source as a low-pressure heat source. In this configuration, the second bypass valve 112a, the sixth bypass valve 116a, and the second heat exchange valve 105b are open; the first on / off valve 110, the second on / off valve 117, the third bypass valve 113a, the first bypass valve 106a, and the fourth bypass valve 114a are closed; and the return valve 102a, the fourth heat exchange valve 109b, the first heat exchange valve 104b, and the third heat exchange valve 108b are closed. The opening of the fifth bypass valve 115a is adjusted according to the average temperature of the battery pack. The opening of the fifth heat exchange valve 111b is controlled by the refrigerant subcooling at the heating outlet of the fifth heat exchanger 111a, and the opening of the first heat exchange valve 104b is controlled by the refrigerant superheat at the suction port of the compressor 101.

[0231] Low-pressure, low-temperature refrigerant is compressed by compressor 101 into high-temperature, high-pressure superheated refrigerant; a portion of the refrigerant passes through the first heat exchanger 104a and exchanges heat with the humid air in the crew compartment, becoming a high-pressure, medium-temperature two-phase refrigerant, which mixes with the high-temperature, high-pressure refrigerant after being throttled by the fifth bypass valve 115a, reducing the superheat of the refrigerant entering the fifth heat exchanger 111a; the mixed, low-superheat, high-temperature, high-pressure refrigerant releases heat to the battery through the fifth heat exchanger 111a, becoming a high-pressure, medium-temperature two-phase or subcooled refrigerant, and the refrigerant passes through the fifth heat exchange valve 11... After throttling, the refrigerant becomes a low-temperature, low-pressure two-phase refrigerant. The two parts of the refrigerant mix before the second heat exchange valve 105b and flow to the second heat exchanger 105a through the connected pipeline. Under the influence of the cooling fan 119 or vehicle speed, the refrigerant absorbs heat from the ambient air through the second heat exchanger 105a, forming a low-temperature, low-pressure superheated refrigerant. It then passes through the second bypass valve 112a and is sent to the gas-liquid separator 121 to achieve gas-liquid separation. Finally, it is drawn back into the compressor 101 cavity for compression, completing the heating cycle process.

[0232] Other modes:

[0233] By changing the form of the low-pressure heat source, as shown in the working modes of Figures 23 to 26, the second heat exchanger 105a is used as the medium to absorb ambient heat, and air is used as the low-temperature heat source. By changing the low-temperature heat source to a drive system, using the drive heat exchanger 7 as the heat exchange medium, four modes as shown in Figures 23 to 26 can be obtained to adapt to different operating conditions and environments. When the low-temperature heat source is removed, opening the return valve 102a of the hot gas bypass circuit can also achieve the hot gas bypass mode as in mode 9, realizing ultra-low temperature heat pump operation and increasing heating capacity.

[0234] It should be noted that this application does not limit the specific implementation scheme of the control method for the opening degree of each valve in the above exemplary description. As an example, it can be implemented by using a controller integrated on the vehicle, and sensors for collecting information such as battery pack temperature, compressor 101 temperature, compressor 101 inlet pressure, compressor 101 outlet pressure, and electric drive system temperature. The sensors collect vehicle information, and the controller receives electrical signals containing vehicle information from the sensors electrically connected to it, processes the electrical signals, and outputs corresponding electrical signals to each valve to control the valve opening degree, thereby achieving valve opening control. Parts not specifically improved by the inventive concept do not involve specific schemes for controlling the valve opening degree through the cooperation of sensors and controllers, and will not be elaborated here.

[0235] According to a second aspect of this disclosure, referring to FIG27, a vehicle is provided that includes the vehicle thermal management system described above, and the vehicle has all the beneficial effects of the vehicle thermal management system described above, which will not be repeated here.

[0236] The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0237] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0238] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0239] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0240] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle thermal management system (100) for installation on a vehicle, the vehicle thermal management system (100) comprising: Compressor (101); The heat exchange flow path (130) is provided with at least one heat exchanger (140), and the heat exchange flow path (130) is used to allow at least a portion of the heat exchange working fluid flowing out of the compressor (101) to flow back to the working fluid inlet of the compressor (101) after heat exchange through the at least one heat exchanger (140). as well as The return flow path (102) is used to cause at least a portion of the heat exchange working fluid flowing out of the compressor (101) to return to the working fluid inlet of the compressor (101) when the return flow path (102) is in operation.

2. The vehicle thermal management system (100) according to claim 1, wherein the return flow path (102) is provided with a return valve (102a); in, When the reflux valve (102a) is opened, at least a portion of the heat exchange working fluid flowing out of the compressor (101) is returned to the working fluid inlet of the compressor (101) after passing through the reflux valve (102a).

3. The vehicle thermal management system (100) according to claim 1 or 2, wherein, The return flow path (102) is connected between the working fluid inlet of the compressor (101) and the working fluid outlet of the compressor (101).

4. The vehicle thermal management system (100) according to claim 2 or 3 further includes: A gas-liquid separator (121) is disposed between the reflux valve (102a) and the compressor (101).

5. The vehicle thermal management system (100) according to claim 4, wherein, The gas-liquid separator (121) is located between the reflux valve (102a) and the working fluid inlet of the compressor (101).

6. The vehicle thermal management system (100) according to any one of claims 1 to 4, wherein, The heat exchange path (130) includes: An external heat exchange flow path (103) is connected to the compressor (101) to allow the heat exchange working fluid to circulate and exchange heat with the cold source / heat source.

7. The vehicle thermal management system (100) according to claim 6, wherein, The external heat exchange path (103) includes: The first heat exchange flow path (104) is connected between the working fluid inlet of the compressor (101) and the working fluid outlet of the compressor (101); When the first heat exchange flow path (104) is working, at least a portion of the heat exchange working fluid flowing out of the compressor (101) can exchange heat with the vehicle's cabin.

8. The vehicle thermal management system (100) according to claim 7, wherein, The first heat exchange flow path (104) is provided with a first heat exchanger (104a) and a first heat exchange valve (104b); When the first heat exchange valve (104b) is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle cabin through the first heat exchanger (104a), and is used to control the flow rate of the heat exchange medium flowing through the first heat exchange path (104).

9. The vehicle thermal management system (100) according to claim 8, wherein, The external heat exchange path (103) also includes: The second heat exchange flow path (105) is disposed between the first heat exchange flow path (104) and the working fluid inlet of the compressor (101); When the second heat exchange flow path (105) is working, at least a portion of the heat exchange working fluid flowing out of the compressor (101) exchanges heat with the cold source / heat source.

10. The vehicle thermal management system (100) according to claim 8, wherein, The second heat exchange flow path (105) is provided with a second heat exchanger (105a) and a second heat exchange valve (105b); When the second heat exchange valve (105b) is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the cold source / heat source via the second heat exchanger (105a).

11. The vehicle thermal management system (100) according to claim 10, wherein, The heat exchange path also includes: The first bypass flow path (106) is disposed between the working fluid outlet of the compressor (101) and the second heat exchange flow path (105); When the first bypass flow path (106) is working, at least a portion of the heat exchange working fluid flowing out of the compressor (101) flows from the working fluid output port of the compressor (101) to the second heat exchange flow path (105).

12. The vehicle thermal management system (100) according to claim 11, wherein, The first bypass flow path (106) is provided with a first bypass valve (106a); When the first bypass valve (106a) is opened, at least a portion of the heat exchange working fluid flowing out of the compressor (101) flows from the working fluid output port of the compressor (101) to the second heat exchange flow path (105).

13. The vehicle thermal management system (100) according to any one of claims 10 to 12, wherein, The heat exchange path (130) also includes: The equipment heat exchange flow path (107) is connected to the compressor (101) to allow the heat exchange working fluid heated by the compressor (101) to flow and exchange heat with the vehicle.

14. The vehicle thermal management system (100) according to any one of claims 10 to 13, wherein, The heat exchange flow path (107) of the equipment includes: The third heat exchange flow path (108) is disposed between the second heat exchange flow path (105) and the working fluid inlet of the compressor (101); When the third heat exchange flow path (108) is working, at least a portion of the heat exchange working fluid flowing out of the compressor (101) exchanges heat with the electric drive system of the vehicle.

15. The vehicle thermal management system (100) according to claim 14, wherein, The third heat exchange flow path (108) is provided with a third heat exchanger (108a) and a third heat exchange valve (108b); When the third heat exchange valve (108b) is opened, at least a portion of the heat exchange medium flowing out of the compressor (101) exchanges heat with the vehicle's electric drive system via the third heat exchanger (108a).

16. The vehicle thermal management system (100) according to any one of claims 11 to 15, wherein, The heat exchange flow path (107) of the equipment also includes: A fourth heat exchange flow path (109) is disposed between the second heat exchange flow path (105) and the compressor (101); When the fourth heat exchange valve (109b) is opened, at least a portion of the heat exchange medium flowing out of the compressor (101) exchanges heat with the vehicle cabin to cool the vehicle cabin.

17. The vehicle thermal management system (100) according to claim 16, wherein, The fourth heat exchange flow path (109) is provided with a fourth heat exchanger (109a) and a fourth heat exchange valve (109b); When the fourth heat exchange valve (109b) is opened, at least a portion of the heat exchange medium flowing out of the compressor (101) exchanges heat with the vehicle cabin through the fourth heat exchanger (109a) to cool the vehicle cabin.

18. The vehicle thermal management system (100) according to claim 17, wherein, The heat exchange path (130) also includes: A first on / off valve (110) is provided between the working fluid inlet of the fourth heat exchanger (109a) and the compressor (101); When the first on / off valve (110) is opened, the heat exchange medium flowing out of the fourth heat exchanger (109a) is returned to the working medium inlet of the compressor (101).

19. The vehicle thermal management system (100) according to any one of claims 12 to 17, wherein, The heat exchange path (130) also includes: The fifth heat exchange flow path (111) is located between the working fluid outlet of the compressor and the working fluid inlet of the compressor; When the fifth heat exchange flow path (111) is working, at least a portion of the heat exchange working fluid flowing out of the compressor exchanges heat with the vehicle's battery.

20. The vehicle thermal management system (100) according to claim 19, wherein, The fifth heat exchange flow path (111) is provided with a fifth heat exchanger (111a) and a fifth heat exchange valve (111b); When the fifth heat exchange valve (111b) is opened, at least a portion of the heat exchange medium flowing out of the compressor exchanges heat with the vehicle's battery via the fifth heat exchanger (111a).

21. The vehicle thermal management system (100) according to any one of claims 14 to 20, wherein, The heat exchange path (130) also includes: The second bypass flow path (112) is disposed between the fifth heat exchange flow path (111) and the working fluid inlet of the compressor (101); When the second bypass flow path (112) is working, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path (111) flows through the second bypass flow path (112) to the working fluid inlet of the compressor (101).

22. The vehicle thermal management system (100) according to claim 21, wherein, The second bypass flow path (112) is equipped with a second bypass valve (112a); When the second bypass valve (112a) is opened, the second bypass flow path (112) is operated so that at least a portion of the heat exchange working fluid flowing out of the fifth heat exchange flow path (111) flows through the second bypass flow path (112) to the working fluid inlet of the compressor (101).

23. The vehicle thermal management system (100) according to claim 22, wherein, The second bypass flow path (112) is connected between the second heat exchange flow path (105) and the working fluid inlet of the compressor (101).

24. The vehicle thermal management system (100) according to any one of claims 14 to 23, wherein, The heat exchange path (130) also includes: The third bypass flow path (113) is disposed between the fourth heat exchange flow path (109) and the fifth heat exchange flow path (111); When the third bypass flow path (113) is in operation, at least a portion of the heat exchange medium flowing out of the fourth heat exchanger (109a) flows through the third bypass flow path (113) to the fifth heat exchanger (111a).

25. The vehicle thermal management system (100) according to claim 24, wherein, The third bypass flow path (113) is equipped with a third bypass valve (113a); When the third bypass valve (113a) is opened, the third bypass flow path (113) is activated so that at least a portion of the heat exchange medium flowing out of the fourth heat exchanger (109a) flows through the third bypass flow path (113) to the fifth heat exchanger (111a).

26. The vehicle thermal management system (100) according to any one of claims 14 to 24, wherein, The heat exchange path (130) also includes: A fourth bypass flow path (114) is disposed between the fourth heat exchange flow path (109) and the fifth heat exchange flow path (111); When the fourth bypass flow path (114) is working, at least a portion of the heat exchange working fluid flowing out of the fifth heat exchanger (111a) flows to the fourth heat exchanger (109a) through the fourth bypass flow path (114).

27. The vehicle thermal management system (100) according to claim 26, wherein, The fourth bypass flow path (114) is equipped with a fourth bypass valve (114a); When the fourth bypass valve (114a) is opened, the fourth bypass flow path (114) is activated so that at least a portion of the heat exchange medium flowing out of the fifth heat exchanger (111a) flows to the fourth heat exchanger (109a) through the fourth bypass flow path (114).

28. The vehicle thermal management system (100) according to any one of claims 14 to 18, wherein, The heat exchange path (130) also includes: The fifth bypass flow path (115) is disposed between the working fluid outlet of the compressor (101) and the fifth heat exchange flow path (111); When the fifth bypass flow path (115) is working, at least a portion of the heat exchange working fluid flowing out of the compressor (101) flows to the fifth heat exchanger (111a) through the fifth bypass flow path (115).

29. The vehicle thermal management system (100) according to claim 28, in, The fifth bypass flow path (115) is equipped with a fifth bypass valve (115a); When the fifth bypass valve (115a) is opened, the fifth bypass flow path (115) is activated so that at least a portion of the heat exchange medium flowing out of the compressor (101) flows through the fifth bypass flow path (115) to the fifth heat exchanger (111a).

30. The vehicle thermal management system (100) according to any one of claims 14 to 29, wherein, The heat exchange path (130) also includes: The sixth bypass flow path (116) is disposed between the first heat exchange flow path (104) and the fifth heat exchange flow path (111); When the sixth bypass flow path (116) is working, at least a portion of the heat exchange medium flowing out of the first heat exchanger (104a) flows through the sixth bypass flow path (116) to the fifth heat exchanger (111a).

31. The vehicle thermal management system (100) according to claim 32, wherein, The sixth bypass flow path (116) is equipped with a sixth bypass valve (116a); When the sixth bypass valve (116a) is opened, the sixth bypass flow path (116) is activated so that at least a portion of the heat exchange medium flowing out of the first heat exchanger (104a) flows through the sixth bypass flow path (116) to the fifth heat exchanger (111a).

32. The vehicle thermal management system (100) according to any one of claims 14 to 31, wherein, The heat exchange path (130) also includes: The second on / off valve (117) is located between the working fluid inlet of the compressor (101) and the fifth heat exchanger (111a); When the second on / off valve (117) is opened, at least a portion of the heat exchange medium flowing out of the fifth heat exchanger (111a) flows through the second on / off valve (117) to the working medium inlet of the compressor (101).

33. A vehicle (10) comprising a vehicle thermal management system (100) as described in any one of claims 1 to 32.

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