CN115027208A

CN115027208A - Thermal management system and vehicle

Info

Publication number: CN115027208A
Application number: CN202210778654.1A
Authority: CN
Inventors: 高锃
Original assignee: Xiaomi Automobile Technology Co Ltd
Current assignee: Xiaomi Automobile Technology Co Ltd
Priority date: 2022-07-04
Filing date: 2022-07-04
Publication date: 2022-09-09

Abstract

The utility model relates to a thermal management system and vehicle, this thermal management system includes compressor, indoor heat exchanger, first expansion valve, vapour and liquid separator and battery heat transfer subassembly; the outlet of the gas-liquid separator is connected with the inlet of the compressor, the outlet of the compressor is respectively connected with the inlet of the indoor heat exchanger and the inlet of the first expansion valve, the outlet of the indoor heat exchanger is respectively connected with the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange assembly, the outlet of the first expansion valve and the heat exchange outlet of the battery heat exchange assembly are respectively connected with the inlet of the gas-liquid separator, the battery heat exchange assembly is used for exchanging heat with the power battery, and the indoor heat exchanger can be used for heating the interior of the vehicle. The heat management system enlarges the working temperature range value, enables the vehicle to normally run at the temperature lower than minus 10 ℃, does not need to be provided with an additional PTC heater for heating, and reduces the energy consumption of the new energy vehicle in winter.

Description

Thermal management system and vehicle

Technical Field

The disclosure relates to the technical field of vehicle thermal management, in particular to a thermal management system and a vehicle.

Background

The heat management system is mainly used for managing heat on the new energy vehicle so as to reduce energy consumption of the new energy vehicle in the aspect of heating in winter.

The heat management system in the related art has a small low-temperature working range, and still needs to adopt high-voltage PTC to heat under the working condition environment of lower than-10 ℃, so that the problem of high heating energy consumption still exists.

Disclosure of Invention

The disclosure aims to provide a thermal management system and a vehicle, and aims to solve the problems that the thermal management system in the related art is small in low-temperature working range and high in heating energy consumption under the working condition environment of lower than-10 ℃.

To achieve the above object, an aspect of the present disclosure provides a thermal management system including: the system comprises a compressor, an indoor heat exchanger, a first expansion valve, a gas-liquid separator and a battery heat exchange assembly;

an outlet of the gas-liquid separator is connected with an inlet of the compressor, an outlet of the compressor is respectively connected with an inlet of the indoor heat exchanger and an inlet of the first expansion valve, and an outlet of the compressor can be selectively communicated with or closed off from the inlet of the first expansion valve and the inlet of the indoor heat exchanger;

an outlet of the indoor heat exchanger is respectively connected with an inlet of the first expansion valve and a heat exchange inlet of the battery heat exchange assembly, and the outlet of the indoor heat exchanger can be selectively communicated with or cut off from the inlet of the first expansion valve and the heat exchange inlet of the battery heat exchange assembly;

an outlet of the first expansion valve and a heat exchange outlet of the battery heat exchange assembly are respectively connected with an inlet of the gas-liquid separator, the battery heat exchange assembly is used for exchanging heat with a power battery, and the indoor heat exchanger can be used for heating the interior of a vehicle;

when the heat of the power battery is dissipated and the interior of the vehicle is heated, the first expansion valve is in a closed state, and at the moment, the compressor, the indoor heat exchanger, the battery heat exchange assembly and the gas-liquid separator can form a loop;

when the interior of the vehicle is heated, the first expansion valve is in a conducting state, and the compressor, the indoor heat exchanger, the first expansion valve and the gas-liquid separator can form a loop at the moment;

when the power battery is heated in winter, the first expansion valve is in a throttling state, the compressor, the indoor heat exchanger, the battery heat exchange assembly and the gas-liquid separator can form a loop, and the compressor, the first expansion valve and the gas-liquid separator can form a bypass loop to heat the gas-liquid two-phase refrigerant in the gas-liquid separator.

Optionally, the thermal management system further comprises a water-cooled condenser and a second expansion valve;

the water-cooled condenser is provided with a refrigerant inlet and a refrigerant outlet, the refrigerant inlet of the water-cooled condenser is respectively connected with the outlet of the compressor and the inlet of the first expansion valve, the outlet of the compressor can be selectively communicated or cut off with the refrigerant inlet of the water-cooled condenser, the inlet of the first expansion valve and the inlet of the indoor heat exchanger, the refrigerant outlet of the water-cooled condenser is connected with the first port of the second expansion valve, the outlet of the indoor heat exchanger is connected with the second port of the second expansion valve, so that the outlet of the indoor heat exchanger can be selectively communicated or cut off with the refrigerant outlet of the water-cooled condenser.

Optionally, the heat management system further includes a three-way valve and a first three-way pipe, an opening a of the three-way valve is connected to an outlet of the compressor, an opening B of the three-way valve is connected to an inlet of the indoor heat exchanger, an opening C of the three-way valve is connected to an opening a of the first three-way pipe, an opening B of the first three-way pipe is connected to an inlet of the first expansion valve, and an opening C of the first three-way pipe is connected to a refrigerant inlet of the water-cooled condenser.

Optionally, thermal management system still includes electricity and drives heat exchange assemblies, low temperature radiator and driving pump, water cooled condenser has water-cooling entry and water-cooling export, the exit end of driving pump with electricity drives heat exchange assemblies's heat transfer access connection, electricity drive heat exchange assemblies's heat transfer export with water cooled condenser's water-cooling access connection, water cooled condenser's water-cooling export with low temperature radiator's access connection, low temperature radiator's export with driving pump's entry end is connected, electricity drive heat exchange assemblies be used for with motor and/or automatically controlled heat exchange that carries out.

Optionally, the thermal management system further includes an active air intake grille and a cooling fan, the cooling fan and the active air intake grille are respectively located at two sides of the low-temperature radiator, and an air outlet end of the cooling fan faces the low-temperature radiator, so that wind generated by the cooling fan can flow through the low-temperature radiator and the active air intake grille and is discharged from the active air intake grille to the external environment; alternatively, the first and second electrodes may be,

the thermal management system further comprises a six-way valve and a cooling fan, the actuation pump comprises a first pump and a second pump, the A port of the six-way valve is connected with the outlet end of the second pump, the inlet end of the second pump is connected with the heat exchange outlet of the electric-drive heat exchange assembly, the heat exchange inlet of the electric drive heat exchange assembly is connected with the port B of the six-way valve, the port C of the six-way valve is connected with the outlet end of the first pump, the inlet end of the first pump is connected with the outlet of the low-temperature radiator, the inlet of the low-temperature radiator is connected with the D port of the six-way valve, the port E of the six-way valve is connected with the water-cooling outlet of the water-cooling condenser, the port F of the six-way valve is connected with the water-cooling inlet of the water-cooling condenser, the cooling fan is positioned on one side of the low-temperature radiator, and the air outlet end of the cooling fan faces the low-temperature radiator.

Optionally, the thermal management system further includes a third expansion valve, an inlet of the third expansion valve is connected to an outlet of the indoor heat exchanger and a second port of the second expansion valve, respectively, and an outlet of the third expansion valve is connected to a heat exchange inlet of the battery heat exchange assembly.

Optionally, the heat management system further includes an evaporator and a fifth expansion valve, an inlet of the evaporator is connected to an outlet of the third expansion valve, an outlet of the evaporator is connected to an inlet of the fifth expansion valve, and an outlet of the fifth expansion valve is connected to an inlet of the gas-liquid separator.

Optionally, the heat management system further includes a blower, the evaporator is arranged in parallel with the indoor heat exchanger, and a blowing end of the blower faces the evaporator and the indoor heat exchanger, so that wind blown by the blower can flow through the evaporator and the indoor heat exchanger.

Optionally, the thermal management system further includes a fourth expansion valve, an inlet of the fourth expansion valve is connected to a heat exchange outlet of the battery heat exchange assembly, and an outlet of the fourth expansion valve is connected to an inlet of the gas-liquid separator.

Optionally, the battery heat exchange assembly comprises a direct-cooling direct-heating heat exchanger, and the direct-cooling direct-heating heat exchanger is used for being connected to the power battery.

Another aspect of the present disclosure also provides a vehicle including the thermal management system described above.

Above-mentioned technical scheme can be to the inside heating of vehicle through the indoor heat exchanger that sets up, realizes the low energy consumption heating in winter, need not heat through the PTC heater. Can heat power battery winter through the battery heat exchange assembly who sets up to guarantee power battery normal operating in winter, guarantee power battery's continuation of the journey. The high-temperature high-pressure gas-phase refrigerant at the outlet of the compressor is led out through the arranged first expansion valve and led into the gas-liquid separator, the gas-liquid two-phase refrigerant in the gas-liquid separator can be heated, so that the dryness of the gas-liquid two-phase refrigerant is improved, and the temperature of the separated gas-phase refrigerant is improved, so that the energy consumption of the compressor can be reduced, the problem that the endurance of a new energy vehicle is reduced too much in winter is solved, in addition, when the environmental temperature is lower than-10 ℃, because the dryness of the gas-liquid two-phase refrigerant is improved and the temperature of the separated gas-phase refrigerant is improved, when the compressor operates at normal power, the requirements on heating of a vehicle interior and a power battery can be still met, the working temperature range value of a heat management system is expanded, the normal operation can still be performed at the temperature lower than-10 ℃, and an additional PTC heater is not required for heating, the energy consumption of the new energy vehicle in winter is reduced.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic structural diagram of a thermal management system according to an embodiment of the present disclosure;

FIG. 2 is a schematic structural diagram of a thermal management system according to another embodiment of the present disclosure;

FIG. 3 is a flow diagram of mode one of the thermal management system of an embodiment of the present disclosure;

FIG. 4 is a flow diagram of mode two of a thermal management system according to an embodiment of the present disclosure;

FIG. 5 is a flow diagram of mode three of the thermal management system of an embodiment of the present disclosure;

FIG. 6 is a flow diagram of mode four of a thermal management system of an embodiment of the present disclosure;

FIG. 7 is a flow diagram of mode five of the thermal management system of an embodiment of the present disclosure;

FIG. 8 is a flow diagram of mode six of a thermal management system of an embodiment of the present disclosure;

FIG. 9 is a flow diagram of mode seven of the thermal management system of an embodiment of the present disclosure;

FIG. 10 is a flow diagram of mode eight of the thermal management system of an embodiment of the present disclosure;

FIG. 11 is a flow diagram of case one of the coolant circuit of the thermal management system of another embodiment of the present disclosure;

FIG. 12 is a flow diagram of case two of the coolant circuit of the thermal management system of another embodiment of the present disclosure;

FIG. 13 is a flow diagram of case three of the coolant circuit of the thermal management system of another embodiment of the present disclosure;

FIG. 14 is a flow diagram of case four of the coolant circuit of the thermal management system of another embodiment of the present disclosure.

Description of the reference numerals

1. An electrically driven heat exchange assembly; 2. driving the pump; 2-1, a first pump; 2-2, a second pump; 3. a cooling fan; 4. a low temperature heat sink; 5. an active intake grille; 6. a third expansion valve; 7. a water-cooled condenser; 8. a first expansion valve; 9. a gas-liquid separator; 10. a three-way valve; 11. a compressor; 12. an indoor heat exchanger; 13. a fourth expansion valve; 14. an evaporator; 15. a battery heat exchange assembly; 16. a fifth expansion valve; 17. a second expansion valve; 18. a blower; 19. a six-way valve; 20. a first tee fitting; 21. a second tee fitting; 22. a third tee fitting; 23. and a fourth tee fitting.

Detailed Description

The following detailed description of the embodiments of the disclosure refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified, the use of directional terms such as "upper, lower, left, and right" are generally defined as directions of the drawing figures of the drawings, and "inner and outer" refer to inner and outer of the relevant components. Furthermore, the terms "first," "second," and the like are used solely to distinguish one from another, and are not to be construed as indicating or implying relative importance.

In the description of the present disclosure, it should also be noted that, unless otherwise explicitly stated or limited, the terms "disposed" and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present disclosure can be understood by those of ordinary skill in the art as appropriate.

As shown in fig. 1-14, one aspect of the present disclosure provides a thermal management system comprising: the system comprises a compressor 11, an indoor heat exchanger 12, a first expansion valve 8, a gas-liquid separator 9 and a battery heat exchange assembly 15.

An outlet of the gas-liquid separator 9 is connected to an inlet of a compressor 11, an outlet of the compressor 11 is connected to an inlet of the indoor heat exchanger 12 and an inlet of the first expansion valve 8, respectively, and an outlet of the compressor 11 is selectively opened or closed with the inlet of the first expansion valve 8 and the inlet of the indoor heat exchanger 12;

an outlet of the indoor heat exchanger 12 is connected with an inlet of the first expansion valve 8 and a heat exchange inlet of the battery heat exchange assembly 15 respectively, and an outlet of the indoor heat exchanger 12 can be selectively communicated with or cut off from an inlet of the first expansion valve 8 and a heat exchange inlet of the battery heat exchange assembly 15;

an outlet of the first expansion valve 8 and a heat exchange outlet of the battery heat exchange assembly 15 are respectively connected with an inlet of the gas-liquid separator 9, the battery heat exchange assembly 15 is used for exchanging heat with a power battery, and the indoor heat exchanger 12 can be used for heating the interior of a vehicle;

when the power battery is cooled and the interior of the vehicle is heated, the first expansion valve 8 is in a closed state, and at the moment, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15 and the gas-liquid separator 9 can form a loop;

when the interior of the vehicle is heated, the first expansion valve 8 is in a conducting state, and the compressor 11, the indoor heat exchanger 12, the first expansion valve 8 and the gas-liquid separator 9 can form a loop at this time;

when the power battery is heated in a winter environment, the first expansion valve 8 is in a throttling state, at this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15 and the gas-liquid separator 9 can form a loop, and the compressor 11, the first expansion valve 8 and the gas-liquid separator 9 can form a bypass loop to heat the gas-liquid two-phase refrigerant in the gas-liquid separator 9.

The compressor 11 is configured to compress a gas-phase refrigerant, so that the temperature and the pressure of the gas-phase refrigerant are increased to form a high-temperature and high-pressure gas-phase refrigerant. The high-temperature and high-pressure gas-phase refrigerant discharged from the outlet of the compressor 11 can enter the indoor heat exchanger 12 and the first expansion valve 8.

When the high-temperature and high-pressure gas-phase refrigerant enters the indoor heat exchanger 12, the heat can be dissipated in the indoor heat exchanger 12 to generate phase change, so that the indoor heat exchanger 12 can heat the interior of the vehicle. Certainly, when there is no heating demand in the vehicle, the high-temperature high-pressure gas-phase refrigerant may also directly flow through the indoor heat exchanger 12, only a small portion of the high-temperature high-pressure gas-phase refrigerant generates a phase change process, and most of the high-temperature high-pressure gas-phase refrigerant enters the battery heat exchange assembly 15, and then generates a heat exchange effect in the battery heat exchange assembly 15 to form a gas-liquid two-phase refrigerant and flow back to the gas-liquid separator 9, and the gas-phase refrigerant separated by the gas-liquid separator 9 returns to the compressor 11 to flow in a circulating manner.

It can be understood that, when there is the heating demand in the vehicle inside, high-temperature high-pressure gaseous phase refrigerant can carry out most phase transition in indoor heat exchanger 12, and the production heat supplies inside the vehicle, specifically can adjust according to the size of heating demand, and high-temperature high-pressure gaseous phase refrigerant carries out the phase transition back in indoor heat exchanger 12, can flow back to vapour and liquid separator through first expansion valve as required, also can flow to battery heat exchange assembly 15 as required, absorbs heat at battery heat exchange assembly 15, can realize dispelling the heat to power battery.

When there is no heating demand in the vehicle, the high-temperature high-pressure gas-phase refrigerant can directly flow through the indoor heat exchanger 12, only a small portion of the high-temperature high-pressure gas-phase refrigerant undergoes phase change and loses a small amount of heat, and most of the high-temperature high-pressure gas-phase refrigerant flows to the battery heat exchange assembly 15 and dissipates heat at the battery heat exchange assembly 15, so as to heat the power battery, thereby keeping the use of the power battery in a low-temperature environment. Therefore, the heating of the power battery can be realized.

In winter, the outside temperature is low, and when the power battery needs to be heated, the high-temperature and high-pressure gas-phase refrigerant discharged from the outlet of the compressor 11 can flow back to the gas-liquid separator 9 through the first expansion valve 8, and is mixed with the gas-liquid two-phase refrigerant flowing through the battery heat exchange assembly 15 and returning to the gas-liquid separator 9. The gas-liquid two-phase refrigerant can be heated by the high-temperature and high-pressure gas-phase refrigerant led out from the outlet of the compressor 11, and the dryness of the gas-liquid two-phase refrigerant and the temperature of the separated gas-phase refrigerant are improved, so that when the compressor 11 compresses the gas-phase refrigerant separated by the gas-liquid separator 9, compared with the gas-phase refrigerant which is not heated, the power consumed under the condition of compressing to the same temperature and pressure is reduced, the energy consumption is reduced, and the power consumption can be reduced. In addition, under the condition of lower ambient temperature, compared with the gas-phase refrigerant which is not heated, the compressor 11 can compress the gas-phase refrigerant with higher temperature and pressure when the compressor operates at normal power, so that the working temperature range value of the whole thermal management system is expanded, and the interior of the vehicle can be still heated and the power battery can be still heated under the lower ambient temperature.

It should be noted that the first expansion valve 8 can realize three operating states of conduction, cutoff and throttling, and can selectively throttle and depressurize the fluid flowing through the first expansion valve 8 as required, and cutoff and stop the fluid, or only conduct and do not throttle the fluid.

Among the above-mentioned technical scheme, can realize the low energy consumption heating in winter to the vehicle interior heating through the indoor heat exchanger 12 that sets up, need not heat through the PTC heater. The power battery can be heated in winter through the arranged battery heat exchange assembly 15, so that the normal operation of the power battery in winter is ensured, and the endurance of the power battery is ensured. The high-temperature high-pressure gas-phase refrigerant at the outlet of the compressor 11 is led out through the arranged first expansion valve 8 and is led into the gas-liquid separator 9, the gas-liquid two-phase refrigerant in the gas-liquid separator 9 can be heated, so that the dryness of the gas-liquid two-phase refrigerant in the gas-liquid separator is improved, the additionally led high-temperature high-pressure gas-phase refrigerant and the gas-liquid two-phase refrigerant in the gas-liquid separator can be mixed, the density of the mixed whole refrigerant is improved, meanwhile, the temperature of the separated gas-phase refrigerant is improved, the energy consumption of the compressor 11 can be reduced, the problem that the endurance of a new energy vehicle is reduced too much in winter is solved, in addition, when the environmental temperature is lower than-10 ℃, because the dryness of the gas-liquid two-phase refrigerant is improved and the temperature of the separated gas-phase refrigerant is improved, when the compressor 11 operates at normal power, the requirements for heating the interior of the vehicle and the power battery can be still met, so that the working temperature range value of the thermal management system is enlarged, the vehicle can still normally run at the temperature lower than-10 ℃, an additional PTC heater is not required to be arranged for heating, and the energy consumption of the new energy vehicle in winter is reduced.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a water-cooled condenser 7 and a second expansion valve 17.

The water-cooled condenser 7 has a refrigerant inlet and a refrigerant outlet, the refrigerant inlet of the water-cooled condenser 7 is connected to the outlet of the compressor 11 and the inlet of the first expansion valve 8, the outlet of the compressor 11 is selectively connected to or disconnected from the refrigerant inlet of the water-cooled condenser 7, the inlet of the first expansion valve 8, and the inlet of the indoor heat exchanger 12, the refrigerant outlet of the water-cooled condenser 7 is connected to a first port of the second expansion valve 17, and the outlet of the indoor heat exchanger 12 is connected to a second port of the second expansion valve 17.

Wherein, in this embodiment, water cooled condenser 7 can dispel the heat to the high-temperature high-pressure gas phase refrigerant that obtains through the compression of compressor 11, so that make the high-temperature high-pressure gas phase refrigerant change phase into high-temperature high-pressure liquid phase refrigerant, in order to realize the inside refrigeration of vehicle and to power battery cooling heat dissipation's effect, thereby can realize thermal management system to the inside refrigeration of vehicle and to the radiating mode of power battery, of course, in other mode of operation, water cooled condenser 7 also can play and be used for carrying out the endothermic effect of evaporation to the low-temperature low-pressure liquid phase refrigerant, thereby water cooled condenser 7 can have two kinds of effects.

In the present embodiment, the outlet of the compressor 11 can selectively communicate the compressed high-temperature and high-pressure gas-phase refrigerant to the refrigerant inlet of the water-cooled condenser 7, the inlet of the first expansion valve 8, and the inlet of the indoor heat exchanger 12 according to the operation mode of the thermal management system.

It can be understood that when the power battery needs to be cooled or the interior of the vehicle needs to be cooled, the high-temperature high-pressure gas-phase refrigerant may be conducted to the refrigerant inlet of the water-cooled condenser 7, when the power battery needs to be heated or the interior of the vehicle needs to be heated, the high-temperature high-pressure gas-phase refrigerant may be conducted to the inlet of the indoor heat exchanger 12, and when the external environment temperature is too low, the high-temperature high-pressure gas-phase refrigerant may be conducted to the inlet of the first expansion valve 8. It should be noted that, the present disclosure is only exemplary of some cases, and the selective conduction may be specifically performed according to the operation mode of the actual thermal management system.

In the present embodiment, an inlet of the indoor heat exchanger 12 and a refrigerant inlet of the water-cooled condenser 7 are both connected to an outlet of the compressor 11, and an outlet of the indoor heat exchanger 12 is connected to a second port of the second expansion valve 17, so that the indoor heat exchanger 12 and the water-cooled condenser 7 are arranged in parallel, and the refrigerant can be selected to flow through the indoor heat exchanger 12 or the water-cooled condenser 7 or through the indoor heat exchanger 12 and the water-cooled condenser 7 at the same time according to different working modes of the thermal management system. Therefore, both the indoor heat exchanger 12 and the water-cooled condenser 7 can be used as functional devices for realizing heat absorption and heat release, and can realize multiple functional applications.

The second expansion valve 17 can realize three working states of conduction, cutoff and throttling, and can selectively throttle and depressurize the fluid flowing through the second expansion valve 17 as required, and the fluid is cut off without flowing or is only conducted without throttling. So that the second expansion valve 17 can be set in the blocked state even when the refrigerant is not required to flow through the water-cooled condenser 7. The first port of the second expansion valve 17 may be an inlet, and the second port may be an outlet, although the first port of the second expansion valve 17 may be an outlet and the second port may be an inlet. In the present embodiment, the first port of the second expansion valve 17 is an outlet, and the second port is an inlet.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a three-way valve 10 and a first three-way pipe 20, a port a of the three-way valve 10 is connected to the outlet of the compressor 11, a port B of the three-way valve 10 is connected to the inlet of the indoor heat exchanger 12, a port C of the three-way valve 10 is connected to a port a of the first three-way pipe 20, a port B of the first three-way pipe 20 is connected to the inlet of the first expansion valve 8, and a port C of the first three-way pipe 20 is connected to the refrigerant inlet of the water-cooled condenser 7.

In the present embodiment, the inlet of the first expansion valve 8 and the refrigerant inlet of the water-cooled condenser 7 can be connected by the first three-way pipe 20, and direct connection can be achieved. The selective conduction of the outlet of the compressor 11 can be realized by the three-way valve 10, and the flow direction of the high-temperature and high-pressure gas-phase refrigerant compressed by the compressor 11 can be conveniently controlled. The control of whether the refrigerant flows through the water-cooled condenser 7 can be achieved by the second expansion valve 17. Specifically, the three-way valve 10 is a three-way proportional valve, and the opening ratio can be adjusted as required.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes an electrically-driven heat exchange assembly 1, a low temperature heat sink 4, and a driving pump 2, the water-cooled condenser 7 has a water-cooled inlet and a water-cooled outlet, an outlet end of the driving pump 2 is connected to the heat exchange inlet of the electrically-driven heat exchange assembly 1, the heat exchange outlet of the electrically-driven heat exchange assembly 1 is connected to the water-cooled inlet of the water-cooled condenser 7, the water-cooled outlet of the water-cooled condenser 7 is connected to the inlet of the low temperature heat sink 4, the outlet of the low temperature heat sink 4 is connected to the inlet end of the driving pump 2, and the electrically-driven heat exchange assembly 1 is configured to exchange heat with a motor and/or an electronic controller.

Wherein, among this embodiment, the heat transfer subassembly 1 that drives electrically can dispel the heat to motor and/or automatically controlled, specifically, the heat transfer subassembly 1 that drives electrically, low temperature radiator 4 and actuating pump 2 constitute the coolant liquid return circuit, and the coolant liquid can carry out the circulation flow under the drive of actuating pump 2, and the water cooled condenser 7 can be flowed through to the coolant liquid simultaneously, carries out the heat transfer with the refrigerant that flows through water cooled condenser 7, realizes heat transfer to can realize thermal management system's different mode.

Wherein, low temperature radiator 4 is used for dispelling the heat to the coolant liquid, and when the coolant liquid carries out the circulation flow under the drive of actuating pump 2, the heat of motor and/or automatically controlled can be collected to the coolant liquid, through low temperature radiator 4 in with the heat transfer to external environment in the coolant liquid. In addition, the entry end through the driving pump 2 is connected with the exit of low temperature radiator 4 for the flow direction of coolant liquid drives heat exchange assemblies 1 for electricity, water-cooled condenser 7, low temperature radiator 4 and driving pump 2, thereby when the refrigerant with heat transfer to coolant liquid, the coolant liquid enters into low temperature radiator 4 earlier and dispels the heat, then just can flow to drive heat exchange assemblies 1 for electricity, can not cause the intensification that drives heat exchange assemblies 1 for electricity. When needing to retrieve the waste heat that drives heat exchange assemblies 1 in addition, the heat transfer that drives heat exchange assemblies 1 drives to the coolant liquid after, the coolant liquid flows through water cooled condenser 7 earlier, with heat transfer to refrigerant, realizes waste heat recovery back, dispels the heat through low temperature radiator 4, can retrieve the heat and use, further reduces the energy loss for the vehicle heating.

Therefore, according to the technical scheme in the embodiment, heat dissipation of the motor and/or the electric control can be realized, waste heat of the motor and/or the electric control can be recovered, and energy loss is saved.

Optionally, in an embodiment of the present disclosure, the electrically-driven heat exchange assembly 1 includes an electrically-driven heat exchanger, and the motor and/or the electrically-controlled heat dissipation is performed through the electrically-driven heat exchanger, and the electrically-driven heat exchanger may be a direct cold plate heat exchanger, and may directly perform heat dissipation on the motor and/or the electrically-controlled heat dissipation, so as to improve heat dissipation efficiency.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes an active air intake grille 5 and a cooling fan 3, the cooling fan 3 and the active air intake grille 5 are respectively located at two sides of the low-temperature radiator 4, and an air outlet end of the cooling fan 3 faces the low-temperature radiator 4, so that wind generated by the cooling fan 3 can flow through the low-temperature radiator 4 and the active air intake grille 5 and is exhausted from the active air intake grille 5 to an external environment.

In the present embodiment, the cooling fan 3 is used for blowing air toward the low-temperature heat sink 4, so that the low-temperature heat sink 4 dissipates the heat of the cooling liquid, and the heat dissipation effect on the electric control of the motor is realized. The active air inlet grille 5 can be used for being rapidly communicated with the external environment, so that air blown out by the cooling fan 3 can be rapidly discharged to the external environment through the active air inlet grille 5 after flowing through the low-temperature radiator 4, heat is rapidly transferred to the external environment, and the heat dissipation effect of the low-temperature radiator 4 is improved. When the heat dissipation is not needed, the active air inlet grille 5 can be closed, and in addition, the opening degree of the active air inlet grille 5 can be adjusted according to different heat dissipation requirements. It is understood that the opening degree of the active grille 5 may be increased when the heat dissipation requirement is high, and the opening degree of the active grille 5 may be decreased when the heat dissipation requirement is small. Specifically, the present embodiment is suitably used in a case where the active grille 5 is mounted on a vehicle.

Optionally, in another embodiment of the present disclosure, the thermal management system further includes a six-way valve 19 and a cooling fan 3, the driving pump 2 includes a first pump 2-1 and a second pump 2-2, a port a of the six-way valve 19 is connected to an outlet port of the second pump 2-2, an inlet port of the second pump 2-2 is connected to a heat exchange outlet of the electrically-driven heat exchange assembly 1, a heat exchange inlet of the electrically-driven heat exchange assembly 1 is connected to a port B of the six-way valve 19, a port C of the six-way valve 19 is connected to an outlet port of the first pump 2-1, an inlet port of the first pump 2-1 is connected to an outlet of the low-temperature radiator 4, an inlet of the low-temperature radiator 4 is connected to a port D of the six-way valve 19, a port E of the six-way valve 19 is connected to a water-cooling outlet of the water-cooled condenser 7, a port F of the six-way valve 19 is connected to a water-cooled inlet of the water-cooled condenser 7, the cooling fan 3 is located on one side of the low-temperature radiator 4, the air outlet end of the cooling fan 3 faces the low-temperature radiator 4.

In the present embodiment, the cooling fan 3 is used for blowing air toward the low-temperature heat sink 4, so that the low-temperature heat sink 4 dissipates the heat of the cooling liquid, and the heat dissipation effect on the electric control of the motor is realized. And this embodiment is applicable to and does not have air-inlet grille or use on the vehicle of initiative air-inlet grille 5, adjust the flow direction of coolant liquid through six-way valve 19 that sets up for can concentrate the heat dissipation to the coolant liquid and adjust, when the automatically controlled refrigerant in and the water cooled condenser 7 of motor all need the heat dissipation, constitute a big series circuit, be used for dispelling the heat, when the automatically controlled heat dissipation that does not need of motor, the coolant liquid can not pass through electricity and drive heat exchange assemblies 1, thereby concentrate and dispel the heat to the refrigerant in the water cooled condenser 7, guarantee the radiating effect. When the water-cooled condenser 7 is not used, heat can be dissipated only aiming at the electric control of the motor. When the heat controlled by the motor needs to be recovered, the heat controlled by the motor can be comprehensively recovered without passing through the low-temperature radiator 4.

It should be noted that the two ways described above with respect to the active grille shutter 5 and the six-way valve 19 are only examples of the coolant circuit, and other ways to ensure the heat dissipation effect of the coolant may be adopted. In addition, in the case of a vehicle having an active grille shutter 5, a six-way valve 19 may be provided to adjust the flow direction of the coolant, which may be selected according to actual needs.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a third expansion valve 6, an inlet of the third expansion valve 6 is connected to an outlet of the indoor heat exchanger 12 and a second port of the second expansion valve 17, respectively, and an outlet of the third expansion valve 6 is connected to a heat exchange inlet of the battery heat exchange assembly 15.

In the present embodiment, the refrigerant flowing through the indoor heat exchanger 12 and the second expansion valve 17 can flow through the third expansion valve 6, and can be throttled by the third expansion valve 6, thereby facilitating evaporation of the refrigerant and cooling and dissipating heat from the power battery. In addition, the third expansion valve 6 can also realize a conduction function, and can directly conduct the refrigerant, so that the refrigerant can heat the power battery, and is specifically adjusted according to different working modes of the thermal management system.

Specifically, the third expansion valve 6 can realize three working states of conduction, cutoff and throttling, and can selectively throttle and depressurize the fluid flowing through the third expansion valve 6 as required, and the fluid is cut off and does not flow, or only is conducted and does not throttle. The third expansion valve 6 can realize the switching of various working modes of the thermal management system.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a second tee pipe 21, a port a of the second tee pipe 21 is connected to the second port of the second expansion valve 17, a port B of the second tee pipe 21 is connected to the outlet of the indoor heat exchanger 12, and a port C of the second tee pipe 21 is connected to the inlet of the third expansion valve 6.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes an evaporator 14 and a fifth expansion valve 16, an inlet of the evaporator 14 is connected to an outlet of the third expansion valve 6, an outlet of the evaporator 14 is connected to an inlet of the fifth expansion valve 16, and an outlet of the fifth expansion valve 16 is connected to an inlet of the gas-liquid separator 9.

In the present embodiment, the evaporator 14 is configured to evaporate the liquid-phase refrigerant throttled by the third expansion valve 6, and when the liquid-phase refrigerant evaporates into a gas-phase refrigerant, the liquid-phase refrigerant absorbs external heat, so that cooling air can be generated by blowing air to the evaporator 14, thereby cooling the inside of the vehicle.

The fifth expansion valve 16 may control whether the refrigerant flows through the evaporator 14, may switch between various operation modes, and may control the refrigerant not to flow through the evaporator 14 when the interior of the vehicle does not require cooling.

Specifically, the fifth expansion valve 16 can achieve three working states of conduction, cutoff and throttling, and can selectively throttle and depressurize the fluid flowing through the fifth expansion valve 16 as required, and cutoff and no flow, or only conduct and no throttling. So that the fifth expansion valve 16 can be placed in the shut-off state even when the refrigerant flow through the evaporator 14 is not required. The fifth expansion valve 16 can realize the switching of various working modes of the thermal management system.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a third tee 22, a port a of the third tee 22 is connected to an outlet of the third expansion valve 6, a port B of the third tee 22 is connected to an inlet of the evaporator 14, and a port C of the third tee 22 is connected to a heat exchange inlet of the battery heat exchange assembly 15.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a blower 18, the evaporator 14 is disposed in parallel with the indoor heat exchanger 12, and a blowing end of the blower 18 faces the evaporator 14 and the indoor heat exchanger 12, so that wind blown by the blower 18 can flow through the evaporator 14 and the indoor heat exchanger 12.

In the present embodiment, the blower 18 is used to blow air into the vehicle, the wind blown from the blower 18 can flow through the evaporator 14 and the indoor heat exchanger 12, and when the evaporator 14 is operated, the wind blown from the blower 18 flows through the evaporator 14, and can form cooling wind to cool the vehicle interior. When the indoor heat exchanger 12 is operated, the air blown from the blower 18 flows through the indoor heat exchanger 12, and the heated air can be formed, thereby heating the interior of the vehicle.

In the present embodiment, the evaporator 14 and the indoor heat exchanger 12 are arranged in parallel, so that cooling air or heating air can be formed by one blower 18, the number of the blowers 18 is reduced, the manufacturing cost is reduced, and cooling or heating of the interior of the vehicle is not affected.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a fourth expansion valve 13, an inlet of the fourth expansion valve 13 is connected to a heat exchange outlet of the battery heat exchange assembly 15, and an outlet of the fourth expansion valve 13 is connected to an inlet of the gas-liquid separator 9.

In this embodiment, the fourth expansion valve 13 can control whether the refrigerant flows through the battery heat exchange assembly 15, and is used to control whether the power battery is heated or cooled to dissipate heat, so that switching between various working modes can be realized, when the power battery does not need to be heated or cooled to dissipate heat, the refrigerant can be controlled not to flow through the battery heat exchange assembly 15, and when the power battery needs to be heated or cooled to dissipate heat, the refrigerant can be controlled to flow through the battery heat exchange assembly 15.

Specifically, the fourth expansion valve 13 can realize three working states of conduction, cutoff and throttling, and can selectively throttle and depressurize the fluid flowing through the fourth expansion valve 13 as required, and the fluid is cut off and does not flow, or only is conducted and does not throttle. So that the fourth expansion valve 13 can be in a shut-off state when the refrigerant is not required to flow through the battery heat exchange assembly 15. And the fourth expansion valve 13 can realize the switching of various working modes of the thermal management system.

Optionally, in an embodiment of the present disclosure, the thermal management system further includes a fourth tee 23, a port a of the fourth tee 23 is connected to an outlet of the fourth expansion valve 13, a port B of the fourth tee 23 is connected to an outlet of the fifth expansion valve 16, and a port C of the fourth tee 23 is connected to an inlet of the gas-liquid separator 9.

Optionally, in an embodiment of the present disclosure, the battery heat exchange assembly 15 includes a direct-cooling direct-heating heat exchanger, and the direct-cooling direct-heating heat exchanger is used for being connected to the power battery.

Wherein, among this embodiment, directly cool directly hot heat exchanger can improve the heat transfer effect with power battery to can heat or cool off the heat dissipation fast to power battery.

For ease of understanding, several principal modes of operation of the thermal management system employing the embodiment of the active grille shutter 5 and the cooling fan 3 are described below by way of illustration in fig. 3-10.

And the first mode is used for refrigerating the passenger compartment and dissipating heat of the motor in an electric control mode. As shown in fig. 3, when the port a and the port C of the three-way valve 10 are opened, the port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened, the third expansion valve 6 is opened, the fourth expansion valve 13 is closed, the fifth expansion valve 16 is fully opened, the compressor 11, the water-cooled condenser 7, the evaporator 14, and the gas-liquid separator 9 constitute a refrigerant circulation circuit, and when the blower 18 is opened, the passenger compartment is cooled. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the water-cooled condenser 7, the liquid-phase refrigerant is throttled by the third expansion valve 6 to form a low-pressure low-temperature liquid-phase refrigerant, and then the low-pressure low-temperature liquid-phase refrigerant is evaporated and absorbs heat in the evaporator 14 to refrigerate the passenger compartment.

At the moment, the electrically-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a cooling liquid circulation loop, and heat exchange between the refrigerant and the cooling liquid is realized through the water-cooled condenser 7. At the moment, the cooling liquid circularly flows under the driving of the driving pump 2, the heat of the refrigerant in the electrically-driven heat exchange assembly 1 and the water-cooled condenser 7 can be absorbed, the heat is radiated to the external environment through the low-temperature radiator 4, and the active air inlet grille 5 is opened at the moment.

Wherein, the rotational speed of the compressor 11 can be controlled according to the outlet air temperature of the evaporator 14, and the rotational speed of the compressor 11 is adjusted by adjusting the power of the compressor 11. And the opening degree of the third expansion valve 6 can be adjusted according to the supercooling degree of the water-cooled condenser 7, and the power of the cooling fan 3 and the driving pump 2 can be adjusted according to the heat dissipation requirement.

And the second mode is used for cooling and radiating the power battery. As shown in fig. 4, at this time, the port a and the port C of the three-way valve 10 are opened, the port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and is in a conduction state, the third expansion valve 6 is opened and is in a throttling state, the fourth expansion valve 13 is fully opened and is in a conduction state, the fifth expansion valve 16 is closed, at this time, the compressor 11, the water-cooled condenser 7, the battery heat exchange unit 15 and the gas-liquid separator 9 constitute a circulation circuit of the refrigerant, at this time, the blower 18 is closed, and the system is mainly used in spring and autumn seasons where cooling during charging of the power battery or cooling or heating of the passenger compartment is not necessary during vehicle running. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the water-cooled condenser 7, the liquid-phase refrigerant is throttled by the third expansion valve 6 to form a low-temperature low-pressure liquid-phase refrigerant, and then the liquid-phase refrigerant is evaporated and absorbs heat in the battery heat exchange assembly 15 to cool and dissipate heat of the power battery.

The rotating speed of the compressor 11 can be controlled according to the temperature of the power battery, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. And the opening degree of the third expansion valve 6 can be adjusted according to the supercooling degree of the water-cooled condenser 7, and the power of the cooling fan 3 and the driving pump 2 can be adjusted according to the heat dissipation requirement.

And the third mode is used for quick charge, cooling and heat dissipation of the power battery. As shown in fig. 5, at this time, the port a, the port B, and the port C of the three-way valve 10 are all opened, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and is in a conduction state, the third expansion valve 6 is opened and is in a throttling state, the fourth expansion valve 13 is fully opened and is in a conduction state, and the fifth expansion valve 16 is closed, at this time, the compressor 11, the water-cooled condenser 7, the indoor heat exchanger 12, the battery heat exchange assembly 15, and the gas-liquid separator 9 constitute a refrigerant circulation circuit, at this time, the refrigerant circulation circuit is mainly used for cooling the power battery during rapid charging, and the blower 18 can be selectively closed or opened. The indoor heat exchanger 12 is connected in parallel with the water-cooled condenser 7 at this time, and the refrigerant can flow therethrough and functions in the same manner. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the water-cooled condenser 7 and the indoor heat exchanger 12, the liquid-phase refrigerant is throttled by the third expansion valve 6 to form a low-temperature low-pressure liquid-phase refrigerant, and then the liquid-phase refrigerant is evaporated and absorbs heat in the battery heat exchange assembly 15 to cool and radiate the power battery. Through the common heat dissipation of the water-cooled condenser 7 and the indoor heat exchanger 12, the heat dissipation area is increased, the conversion from a high-temperature high-pressure gas-phase refrigerant to a liquid-phase refrigerant can be accelerated, the cooling and heat dissipation effects on the power battery are improved, and meanwhile, the energy consumption can be reduced.

At the moment, the electrically-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a cooling liquid circulation loop, and heat exchange between the refrigerant and the cooling liquid is realized through the water-cooled condenser 7. At the moment, the cooling liquid circularly flows under the driving of the driving pump 2, the heat of the refrigerant in the electric heat exchange assembly 1 and the water-cooled condenser 7 can be absorbed, the heat is dissipated to the external environment through the low-temperature radiator 4, and the active air inlet grille 5 is opened at the moment.

And the mode IV is used for refrigerating the passenger compartment, cooling and radiating the power battery and electrically controlling the motor to radiate. As shown in fig. 6, at this time, the ports a and C of the three-way valve 10 are opened, the port B of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is fully opened and is in a conduction state, the third expansion valve 6 is opened and is in a throttling state, the fourth expansion valve 13 is in a throttling state, the fifth expansion valve 16 is in a throttling state, at this time, the compressor 11, the water-cooled condenser 7, the battery heat exchange assembly 15, the evaporator 14 and the gas-liquid separator 9 form a refrigerant circulation circuit, at this time, the refrigerant circulation circuit is mainly used for cooling the passenger compartment and cooling and radiating the power battery, and the blower 18 is opened. At this time, the battery heat exchange assembly 15 and the evaporator 14 are connected in parallel, and both can be flowed by the refrigerant, and have the same function. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the water-cooled condenser 7, the liquid-phase refrigerant is throttled by the third expansion valve 6 to form a low-pressure low-temperature liquid-phase refrigerant, and then the liquid-phase refrigerant is evaporated and absorbed heat in the battery heat exchange assembly 15 and the evaporator 14, so that cooling and heat dissipation of the power battery and refrigeration of the passenger compartment are realized.

The rotating speed of the compressor 11 can be controlled according to the temperature of the power battery and the outlet air temperature at the evaporator 14, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. The opening degree of the third expansion valve 6 can be adjusted according to the supercooling degree of the water-cooled condenser 7, the fourth expansion valve 13 is adjusted according to the temperature of the power battery, the fifth expansion valve 16 is adjusted according to the temperature of the air outlet of the evaporator 14, and the power of the cooling fan 3 and the driving pump 2 can be adjusted according to the heat dissipation requirement.

And the fifth mode is used for heating the passenger compartment, dissipating heat by the electric control of the motor and recovering waste heat by the electric control of the motor. As shown in fig. 7, when the ports a and B of the three-way valve 10 are open, the port C of the three-way valve 10 is closed, the first expansion valve 8 is fully open and in a conducting state, the second expansion valve 17 is in a throttling state, the third expansion valve 6 is closed, the fourth expansion valve 13 is closed, and the fifth expansion valve 16 is closed, the compressor 11, the indoor heat exchanger 12, the water-cooled condenser 7, and the gas-liquid separator 9 constitute a refrigerant circulation circuit, and at this time, the refrigerant circulation circuit is mainly used for heating the passenger compartment, and the blower 18 is open. At this time, the water-cooled condenser 7 plays a role of absorbing heat, and the indoor heat exchanger 12 plays a role of dissipating heat. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the indoor heat exchanger 12 and releases heat for heating the passenger compartment, the low-temperature low-pressure liquid-phase refrigerant formed by throttling by the second expansion valve 17 evaporates and absorbs heat in the water-cooled condenser 7 to form a gas-liquid two-phase refrigerant, and the gas-liquid two-phase refrigerant returns to the gas-liquid separator 9 to realize heating of the passenger compartment.

At the moment, the electrically-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a cooling liquid circulation loop, and heat exchange between the refrigerant and the cooling liquid is realized through the water-cooled condenser 7. At the moment, the cooling liquid circularly flows under the driving of the driving pump 2, the heat of the electrically-driven heat exchange assembly 1 can be absorbed and is transferred to the refrigerant in the water-cooled condenser 7, the low-temperature radiator 4 is used for radiating the heat which is not completely transferred in the cooling liquid to the external environment, and the opening degree of the driving air inlet grille 5 can be adjusted according to the heat radiation requirement of the motor for electric control.

The rotating speed of the compressor 11 can be controlled according to the outlet air temperature at the indoor heat exchanger 12, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. And the opening degree of the second expansion valve 17 may be adjusted according to the supercooling degree of the indoor heat exchanger 12, and the power with respect to the cooling fan 3 and the driving pump 2 may be adjusted according to the heat dissipation requirement.

And a sixth mode, heating the power battery. As shown in fig. 8, at this time, the port a, the port B, and the port C of the three-way valve 10 are all opened, the first expansion valve 8 is in a throttling state, the second expansion valve 17 is closed, the third expansion valve 6 is fully opened and is in a conducting state, the fourth expansion valve 13 is in a throttling state, the fifth expansion valve 16 is closed, at this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15, and the gas-liquid separator 9 constitute a refrigerant circulation circuit, and at the same time, the compressor 11 and the gas-liquid separator 9 constitute a bypass circulation circuit through the first expansion valve 8, and at this time, the compressor 11 is mainly used for heating the power battery, and the blower 18 is closed. In this case, the indoor heat exchanger 12 functions only to conduct the refrigerant, and does not perform a large amount of heat exchange. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant passes through the indoor heat exchanger 12 and then enters the battery heat exchange assembly 15, the gas phase is converted into a liquid phase by heat release in the battery heat exchange assembly 15, the gas phase is used for heating the power battery, the heat is throttled by the fourth expansion valve 13 and returns to the gas-liquid separator 9, and the power battery is heated. At this time, the high-temperature and high-pressure gas-phase refrigerant generated by the compressor 11 may be returned to the gas-liquid separator 9 through the first expansion valve 8, and used to heat the gas-liquid two-phase refrigerant returned to the gas-liquid separator 9.

At this time, the driving pump 2 can be turned off because the water-cooled condenser 7 is not used, and certainly, if the motor needs to dissipate heat in an electric control mode, the driving pump 2 can also be turned on, so that the electric-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a circulation loop of cooling liquid. At this time, the cooling liquid circularly flows under the driving of the driving pump 2, can absorb the heat of the electrically-driven heat exchange assembly 1, and radiates the heat through the low-temperature radiator 4.

The rotating speed of the compressor 11 can be controlled according to the temperature required to be heated by the power battery, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. And the opening degree of the first expansion valve 8 is adjusted according to the superheat degree at the inlet of the compressor 11, and the opening degree of the fourth expansion valve 13 is adjusted according to the temperature of the power battery. Whereas the power with respect to the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements.

And the seventh mode is used for heating the passenger compartment, cooling and radiating the power battery and electrically controlling the motor to radiate. As shown in fig. 9, at this time, the port a and the port B of the three-way valve 10 are opened, the port C of the three-way valve 10 is closed, the first expansion valve 8 is closed, the second expansion valve 17 is closed, the third expansion valve 6 is in a throttling state, the fourth expansion valve 13 is opened and is in a conducting state, the fifth expansion valve 16 is closed, at this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15 and the gas-liquid separator 9 constitute a refrigerant circulation loop, at this time, the refrigerant circulation loop is mainly used for heating the passenger compartment and cooling and radiating the power battery, and the blower 18 is opened. At this time, the indoor heat exchanger 12 is used to dissipate heat, so that the high-temperature and high-pressure gas-phase refrigerant is converted into a liquid-phase refrigerant, and at this time, the blower 18 is started to generate heating air. The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant is condensed into a liquid-phase refrigerant in the indoor heat exchanger 12 and releases heat to heat the passenger compartment, the low-temperature low-pressure liquid-phase refrigerant formed by throttling the third expansion valve 6 enters the battery heat exchange assembly 15 to be evaporated and absorb heat, a gas-liquid two-phase refrigerant is formed and returns to the gas-liquid separator 9, and cooling and heat dissipation of the power battery are achieved.

When the motor is electrically controlled and needs heat dissipation, the driving pump 2 can be started, so that the electrically-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a circulation loop of cooling liquid. At this time, the cooling liquid circularly flows under the driving of the driving pump 2, can absorb the heat of the electrically-driven heat exchange assembly 1, and radiates the heat through the low-temperature radiator 4. Of course, the drive pump 2 may be turned off when the motor is not electrically controlled and heat dissipation is not required.

The rotating speed of the compressor 11 can be controlled according to the outlet air temperature at the indoor heat exchanger 12, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. And the opening degree of the third expansion valve 6 may be adjusted according to the supercooling degree of the indoor heat exchanger 12. Whereas the power with respect to the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements. The opening degree of the active air inlet grille 5 can also be adjusted according to the heat dissipation requirement.

And the eighth mode is used for heating the passenger compartment, heating the power battery and electrically controlling the motor to dissipate heat. As shown in fig. 10, at this time, the port a, the port B, and the port C of the three-way valve 10 are all opened, the first expansion valve 8 is in a throttling state, the second expansion valve 17 is closed, the third expansion valve 6 is fully opened and is in a conducting state, the fourth expansion valve 13 is in a throttling state, the fifth expansion valve 16 is closed, at this time, the compressor 11, the indoor heat exchanger 12, the battery heat exchange assembly 15, and the gas-liquid separator 9 constitute a refrigerant circulation loop, and at the same time, the compressor 11 and the gas-liquid separator 9 constitute a bypass circulation loop through the first expansion valve 8, and at this time, the compressor is mainly used for heating the passenger compartment and heating the power battery, and the blower 18 is opened.

At this time, since the blower 18 is turned on, the heat exchange efficiency of the indoor heat exchanger 12 is increased, and thus the indoor heat exchanger 12 is used for heat dissipation, so that the high-temperature and high-pressure gas-phase refrigerant is converted into a liquid-phase refrigerant, and the heating air can be generated.

The compressor 11 compresses the gas-phase refrigerant to obtain a high-temperature high-pressure gas-phase refrigerant, the high-temperature high-pressure gas-phase refrigerant enters the indoor heat exchanger 12, only part of the high-temperature high-pressure gas-phase refrigerant in the indoor heat exchanger 12 is converted into a liquid-phase refrigerant, the rest of the high-temperature high-pressure gas-phase refrigerant flows to the battery heat exchange assembly 15 and is converted into the liquid-phase refrigerant at the battery heat exchange assembly 15 to release heat, so that the power battery is heated, and then the gas-liquid two-phase refrigerant is throttled by the fourth expansion valve 13 and returns to the gas-liquid separator 9.

At this time, the high-temperature and high-pressure gas-phase refrigerant generated by the compressor 11 may be returned to the gas-liquid separator 9 through the first expansion valve 8 to heat the gas-liquid two-phase refrigerant returned to the gas-liquid separator 9.

When the motor is electrically controlled and needs heat dissipation, the driving pump 2 can be started, so that the electrically-driven heat exchange assembly 1, the water-cooled condenser 7, the low-temperature radiator 4 and the driving pump 2 form a circulation loop of cooling liquid. At this time, the cooling liquid circularly flows under the driving of the driving pump 2, can absorb the heat of the electrically-driven heat exchange assembly 1, and radiates the heat through the low-temperature radiator 4. Of course, the drive pump 2 may be turned off when the motor is electrically controlled and heat dissipation is not required.

The rotating speed of the compressor 11 can be controlled according to the outlet air temperature of the indoor heat exchanger 12 or the heating temperature of the power battery, and the rotating speed of the compressor 11 can be adjusted by adjusting the power of the compressor 11. The opening degree of the first expansion valve 8 is adjusted according to the degree of superheat at the inlet of the compressor 11, and the opening degree of the fourth expansion valve 13 is adjusted according to the temperature of the power battery. Whereas the power with respect to the cooling fan 3 and the drive pump 2 can be adjusted according to the heat dissipation requirements. The opening degree of the active air inlet grille 5 can also be adjusted according to the heat dissipation requirement.

In addition, when the cooling liquid is set by using the six-way valve 19 and the cooling fan 3, the thermal management system also has multiple modes, and the operation mode of the refrigerant is the same as the above operation mode, which is not described herein, and the flow direction of the cooling liquid has the following four conditions, which can be selected correspondingly according to the heat dissipation requirement of the electric control of the motor and the use requirement of the water-cooled condenser 7.

In the first case, as shown in fig. 11, the port a of the six-way valve 19 is communicated with the port F, the port B of the six-way valve 19 is communicated with the port E, and the port C of the six-way valve 19 is communicated with the port D, at this time, the electrically-driven heat exchange assembly 1, the second pump 2-2 and the water-cooled condenser 7 form a loop, and the first pump 2-1 and the low-temperature radiator 4 form another loop. This kind of condition is mainly applicable to the automatically controlled waste heat of recovery motor and uses.

In the second situation, as shown in fig. 12, the port a of the six-way valve 19 is communicated with the port B, the port C of the six-way valve 19 is communicated with the port F, the port E of the six-way valve 19 is communicated with the port D, at this time, the electrically driven heat exchange assembly 1 and the second pump 2-2 form a loop, at this time, the electric control of the motor has no heat dissipation requirement, and the water-cooled condenser 7, the first pump 2-1 and the low-temperature heat sink 4 form another loop, at this time, the electric control is used for dissipating heat of the refrigerant in the water-cooled condenser 7.

In the third situation, as shown in fig. 13, the port a of the six-way valve 19 is communicated with the port D, the port B of the six-way valve 19 is communicated with the port C, at this time, the electrically driven heat exchange assembly 1, the second pump 2-2, the first pump 2-1 and the low-temperature radiator 4 form a loop, and the water-cooled condenser 7 is in an inoperative state and only performs heat dissipation on the electric control of the motor.

In the fourth situation, as shown in fig. 14, the port a of the six-way valve 19 is communicated with the port F, the port B of the six-way valve 19 is communicated with the port C, and the port E of the six-way valve 19 is communicated with the port D, so that the electric driving heat exchange component 1, the second pump 2-2, the water-cooled condenser 7, the first pump 2-1 and the low-temperature radiator 4 form a loop. This is mainly suitable for the electric control of the motor and the common heat dissipation of the refrigerant in the water-cooled condenser 7.

The preferred embodiments of the present disclosure are described in detail above with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details in the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the above embodiments, the various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various possible combinations will not be further described in the present disclosure.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A thermal management system, comprising: the system comprises a compressor, an indoor heat exchanger, a first expansion valve, a gas-liquid separator and a battery heat exchange assembly;

2. The thermal management system of claim 1, further comprising a water cooled condenser and a second expansion valve;

3. The thermal management system according to claim 2, further comprising a three-way valve and a first three-way pipe, wherein a port a of the three-way valve is connected to an outlet of the compressor, a port B of the three-way valve is connected to an inlet of the indoor heat exchanger, a port C of the three-way valve is connected to a port a of the first three-way pipe, a port B of the first three-way pipe is connected to an inlet of the first expansion valve, and a port C of the first three-way pipe is connected to a refrigerant inlet of the water-cooled condenser.

4. The thermal management system of claim 2, further comprising an electrically-driven heat exchange assembly, a cryogenic heat sink and a drive pump, wherein the water-cooled condenser has a water-cooled inlet and a water-cooled outlet, an outlet of the drive pump is connected to the heat exchange inlet of the electrically-driven heat exchange assembly, the heat exchange outlet of the electrically-driven heat exchange assembly is connected to the water-cooled inlet of the water-cooled condenser, the water-cooled outlet of the water-cooled condenser is connected to the inlet of the cryogenic heat sink, the outlet of the cryogenic heat sink is connected to the inlet of the drive pump, and the electrically-driven heat exchange assembly is configured to exchange heat with the electric motor and/or the electric control.

5. The thermal management system according to claim 4, further comprising an active grille and a cooling fan, wherein the cooling fan and the active grille are respectively located at two sides of the low-temperature radiator, and an air outlet end of the cooling fan faces the low-temperature radiator, so that wind generated by the cooling fan can flow through the low-temperature radiator and the active grille and is discharged from the active grille to the external environment; alternatively, the first and second electrodes may be,

the thermal management system further comprises a six-way valve and a cooling fan, the actuation pump comprises a first pump and a second pump, the A port of the six-way valve is connected with the outlet end of the second pump, the inlet end of the second pump is connected with the heat exchange outlet of the electric drive heat exchange assembly, the heat exchange inlet of the electric-drive heat exchange assembly is connected with the port B of the six-way valve, the port C of the six-way valve is connected with the outlet end of the first pump, the inlet end of the first pump is connected with the outlet of the low-temperature radiator, the inlet of the low-temperature radiator is connected with the D port of the six-way valve, the E port of the six-way valve is connected with the water-cooling outlet of the water-cooling condenser, the F port of the six-way valve is connected with the water-cooling inlet of the water-cooling condenser, the cooling fan is positioned on one side of the low-temperature radiator, and the air outlet end of the cooling fan faces the low-temperature radiator.

6. The thermal management system of claim 2, further comprising a third expansion valve, wherein an inlet of the third expansion valve is connected to an outlet of the indoor heat exchanger and a second port of the second expansion valve, respectively, and an outlet of the third expansion valve is connected to a heat exchange inlet of the battery heat exchange assembly.

7. The thermal management system of claim 6, further comprising an evaporator and a fifth expansion valve, an inlet of the evaporator being connected to an outlet of the third expansion valve, an outlet of the evaporator being connected to an inlet of the fifth expansion valve, an outlet of the fifth expansion valve being connected to an inlet of the gas-liquid separator.

8. The thermal management system of claim 7, further comprising a blower, wherein the evaporator is arranged in parallel with the indoor heat exchanger, and a blowing end of the blower faces the evaporator and the indoor heat exchanger, so that wind blown by the blower can flow through the evaporator and the indoor heat exchanger.

9. The thermal management system of any of claims 1-8, further comprising a fourth expansion valve, an inlet of the fourth expansion valve being connected to a heat exchange outlet of the battery heat exchange assembly, an outlet of the fourth expansion valve being connected to an inlet of the gas-liquid separator.

10. The thermal management system of any of claims 1-8, wherein the battery heat exchange assembly comprises a direct-cooling direct-heating heat exchanger configured to be coupled to the power battery.

11. A vehicle comprising a thermal management system according to any of claims 1-10.