CN217863624U - Thermal management system and vehicle - Google Patents

Abstract

The embodiment of the application provides a thermal management system and vehicle, and the thermal management system includes: the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path and a passenger compartment heat exchange flow path which are connected with the control valve assembly through pipelines, wherein the passenger compartment heat exchange flow path comprises a liquid heating radiator which is arranged to heat a passenger compartment, and the control valve assembly is arranged as follows: the motor heat exchange flow path, the passenger compartment heat exchange flow path and the battery heat exchange flow path can be connected in series in sequence to form a first passenger compartment heating loop. The heat management system can utilize the cooling liquid in the heat exchange flow path of the passenger compartment to heat the passenger compartment, improve the utilization rate of the waste heat of the motor battery, reduce the use frequency of the compressor and reduce the energy consumption of the compressor.

Description

Thermal management system and vehicle

Technical Field

The present disclosure relates to, but not limited to, automotive technology, and more particularly to a thermal management system and a vehicle.

Background

At present, for new energy vehicles such as pure electric vehicles and the like, when a passenger compartment is heated, hot air in an internal condenser or a Positive Temperature Coefficient (PTC) thermistor needs to be blown into a passenger area no matter under any working condition, so that the Temperature of the passenger area is increased, and therefore, a compressor needs to participate in work, so that the compressor is high in operation frequency and high in energy consumption.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a heat management system, can utilize the coolant liquid in the passenger compartment heat transfer flow path to heat the passenger compartment, improve the utilization ratio to the motor battery waste heat, reduce the frequency of use of compressor, reduce the compressor power consumption.

An embodiment of the present application provides a thermal management system, including: the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path and a passenger compartment heat exchange flow path which are connected with the control valve assembly through pipelines, wherein the passenger compartment heat exchange flow path comprises a liquid heating radiator which is arranged to heat a passenger compartment, and the control valve assembly is arranged as follows: the motor heat exchange flow path, the passenger compartment heat exchange flow path and the battery heat exchange flow path can be sequentially connected in series to form a first passenger compartment heating loop.

Compare in conventional coolant liquid heat transfer system, the coolant liquid heat transfer system that this application embodiment provided has increased passenger cabin heat transfer flow path, because the warm radiator of passenger cabin heat transfer flow path (like hot-water heating fin, be equivalent to heating in the car) can heat passenger cabin, therefore when the coolant liquid temperature in the warm radiator of liquid is higher than passenger cabin temperature, can play the heating effect to passenger cabin, realizes passenger cabin heating.

When the cooling liquid heat exchange system runs the first passenger compartment heating loop, cooling liquid can flow to the passenger compartment heat exchange flow path from the motor heat exchange flow path, the cooling liquid can absorb heat of all parts in the motor heat exchange flow path and has the functions of cooling and reducing temperature of the parts in the motor heat exchange flow path, the heated cooling liquid enters the passenger compartment heat exchange flow path, and heat of the liquid heating radiator can be sent to the passenger compartment to have the function of heating the passenger compartment; the cooled cooling liquid flows into the battery heat exchange flow path again to absorb the heat of each part in the battery heat exchange flow path, so that the parts in the battery heat exchange flow path are cooled; the heated cooling liquid flows back to the motor heat exchange flow path, residual heat of all parts in the motor heat exchange flow path is absorbed according to actual requirements, and the heated cooling liquid flows to the passenger compartment heat exchange flow path to heat the passenger compartment; the cooled cooling liquid sequentially flows through the battery heat exchange flow path and the motor heat exchange flow path to cool the components such as the battery and the motor, and the waste heat of the components such as the battery and the motor is recovered for heating the passenger compartment subsequently. And the process is circulated. Therefore, the cooling liquid can fully utilize the residual heat of the motor, the battery and other components to heat the passenger compartment.

Therefore, when the residual heat of the components such as the battery and the motor is more, the passenger compartment can be heated by directly utilizing the cooling liquid heat exchange system without starting the compressor, so that the use frequency of the compressor can be reduced, the energy consumption of the compressor can be reduced, the utilization rate of the residual heat of the components such as the battery and the motor can be improved, and the energy loss can be reduced.

In an exemplary embodiment, the coolant heat exchange system further comprises: a coolant heating flow path including a liquid heater; the control valve assembly is further configured to: the motor heat exchange flow path, the cooling liquid heating flow path, the liquid heating radiator and the battery heat exchange flow path can be sequentially connected in series to form a second passenger compartment heating loop.

In an exemplary embodiment, the passenger compartment heat exchange flow path further comprises: the input end of the first pipeline is in on-off connection with one end of the motor heat exchange flow path through the control valve assembly, and the output end of the first pipeline is communicated with one end of the liquid heating radiator; the input end of the second pipeline is communicated with the second end of the liquid heating radiator, the output end of the second pipeline is connected with one end of the battery heat exchange flow path in a break-make manner through the control valve assembly, and the other end of the battery heat exchange flow path is connected with the other end of the motor heat exchange flow path in a break-make manner through the control valve assembly; the cooling liquid heating flow path is connected with the first pipeline in parallel, and the control valve assembly comprises a valve for controlling the on-off of the first pipeline and the on-off of the cooling liquid heating flow path.

In an exemplary embodiment, the thermal management system further includes a refrigerant heat exchange system, and the refrigerant heat exchange system includes: the system comprises a compressor, an internal condenser, an internal evaporator, a first external heat exchanger, a second external heat exchanger and a throttling device; a first end of the internal condenser and a first end of the second external heat exchanger are in on-off connection with an exhaust port of the compressor, and a second end of the internal condenser and a second end of the second external heat exchanger are connected with a first end of the throttling device; the first end of the in-vehicle evaporator and the first end of the first out-vehicle heat exchanger are connected with the air suction port of the compressor in a switching mode, and the second end of the in-vehicle evaporator and the second end of the first out-vehicle heat exchanger are connected with the second end of the throttling device.

In an exemplary embodiment, the first and second off-vehicle heat exchangers are liquid-to-liquid heat exchangers, and the liquid-to-liquid heat exchangers include a refrigerant flow path and a coolant flow path; the first end of the refrigerant flow path of the first outdoor heat exchanger is connected with the air suction port of the compressor in an on-off manner, and the second end of the refrigerant flow path of the first outdoor heat exchanger is connected with the second end of the throttling device; the first end of a refrigerant flow path of the second off-vehicle heat exchanger is connected with the air outlet of the compressor in an on-off manner, and the second end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the first end of the throttling device; the coolant heat exchange system further includes a coolant flow path of the first off-board heat exchanger and a coolant flow path of the second off-board heat exchanger.

In an exemplary embodiment, the coolant heat exchange system further comprises an offboard radiator flow path; the cooling liquid flow path of the first off-board heat exchanger is in on-off connection with the battery heat exchange flow path through the control valve assembly; the flow path of the radiator outside the automobile is connected with the heat exchange flow path of the motor in a switching way through the control valve assembly.

In an exemplary embodiment, the control valve assembly is further configured to: the vehicle exterior radiator flow path, the coolant flow path of the first vehicle exterior heat exchanger, and the coolant flow path of the second vehicle exterior heat exchanger may be connected in series in this order to form a third passenger compartment heating circuit.

In an exemplary embodiment, the control valve assembly includes: the main control valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, a ninth valve port, a tenth valve port and an eleventh valve port; the first valve port and the second valve port are respectively communicated with two ends of the battery heat exchange flow path; the third valve port and the fourth valve port are respectively communicated with two ends of the motor heat exchange flow path; the fifth valve port and the sixth valve port are respectively communicated with two ends of a cooling liquid flow path of the second exterior heat exchanger; the seventh valve port and the eighth valve port are respectively communicated with two ends of a cooling liquid flow path of the first vehicle-exterior heat exchanger; the ninth valve port communicates with one end of the vehicle exterior radiator flow path, and the other end of the vehicle exterior radiator flow path communicates with the fifth valve port and one end of the coolant flow path of the second vehicle exterior radiator; the tenth valve port and the eleventh valve port are respectively communicated with two ends of the passenger compartment heat exchange flow path; wherein the first valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the second valve port is configured to be in on-off communication with the fourth valve port, the eighth valve port and the eleventh valve port, the third valve port is configured to be in on-off communication with the first valve port, the fifth valve port and the ninth valve port, the fourth valve port is configured to be in on-off communication with the second valve port, the sixth valve port and the tenth valve port, the fifth valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the sixth valve port is configured to be in on-off communication with the fourth valve port, the seventh valve port is configured to be in on-off communication with the first valve port, the fifth valve port and the ninth valve port, the eighth valve port is configured to be in on-off communication with the second valve port and the sixth valve port, the ninth valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the tenth valve port is configured to be in on-off communication with the fourth valve port, and the eleventh valve port is configured to be in on-off communication with the second valve port.

In an exemplary embodiment, the thermal management system further comprises: a temperature detection device configured to detect a temperature of the motor and the liquid flowing therethrough, a temperature of the battery and the liquid flowing therethrough, and a temperature of the passenger compartment and the liquid flowing therethrough; and the control device is used for regulating and controlling the control valve assembly according to the detection result of the temperature detection device.

Embodiments of the present application provide a vehicle including a thermal management system as described in any of the above embodiments.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.

Drawings

The accompanying drawings are included to provide an understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the examples serve to explain the principles of the disclosure and not to limit the disclosure.

FIG. 1 is a schematic diagram of a thermal management system provided by one embodiment of the present application;

fig. 2 is an enlarged schematic view of a portion a in fig. 1.

The reference numbers are as follows:

11 battery heat exchange flow path, 12 motor heat exchange flow path, 121 first water pump, 131 liquid heating radiator, 132 first pipeline, 133 second pipeline, 14 cooling liquid heating flow path, 141 liquid heater, 15 vehicle exterior radiator flow path, 151 vehicle exterior radiator, 16 second water pump and 17 water tank;

21 first valve, 22 second valve, 23 main control valve, 231 first valve port, 232 second valve port, 233 third valve port, 234 fourth valve port, 235 fifth valve port, 236 sixth valve port, 237 seventh valve port, 238 eighth valve port, 239 ninth valve port, 240 tenth valve port, 241 eleventh valve port;

31 compressor, 32 internal condenser, 33 internal evaporator, 34 first external heat exchanger, 35 second external heat exchanger, 36 first expansion valve, 37 second expansion valve, 38 third valve, 39 fourth valve.

Detailed Description

To make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.

In the embodiments of the present application, the fact that one structure is connected or disconnected with another structure means that the two structures are connected and can be connected or disconnected. The two structures can be connected in an on-off manner, but not limited to: the pipelines are connected through a plurality of pipelines, control valves for controlling the on-off of the pipelines are arranged on the pipelines, or the pipelines can be directly connected through the control valves, and the types of the control valves can include but are not limited to stop valves, electronic expansion valves, three-way valves, four-way valves, five-way valves, eight-way valves or other types of valves.

As shown in fig. 1, an embodiment of the present application provides a thermal management system, including: a coolant heat exchange system. The cooling liquid heat exchange system comprises a control valve component, a battery heat exchange flow path 11, a motor heat exchange flow path 12 and a passenger compartment heat exchange flow path, wherein the battery heat exchange flow path, the motor heat exchange flow path and the passenger compartment heat exchange flow path are connected with the control valve component through pipelines. The passenger compartment heat exchange flow path comprises a liquid-heated radiator 131 arranged to heat the passenger compartment. The control valve assembly is configured to: the motor heat exchange flow path 12, the passenger compartment heat exchange flow path, and the battery heat exchange flow path 11 can be connected in series in sequence to form a first passenger compartment heating circuit.

The heat management system provided by the embodiment of the application comprises a cooling liquid heat exchange system, wherein cooling liquid such as anti-freezing liquid and cooling water flows in the cooling liquid heat exchange system, and heat transfer is realized by utilizing the flowing of the cooling liquid in each part, so that the heat exchange function is realized.

Compared with a conventional cooling liquid heat exchange system, the cooling liquid heat exchange system provided by the embodiment of the application is additionally provided with the passenger compartment heat exchange flow path, and the liquid heating radiator 131 (such as a water heating radiating fin, which is equivalent to a heating in a vehicle) of the passenger compartment heat exchange flow path can heat the passenger compartment, so that when the temperature of the cooling liquid in the liquid heating radiator 131 is higher than that of the passenger compartment, the heating effect on the passenger compartment can be achieved, and the passenger compartment heating is realized.

When the coolant heat exchange system runs the first passenger compartment heating loop, the coolant can flow from the motor heat exchange flow path 12 to the passenger compartment heat exchange flow path, so that the coolant can absorb heat of each component in the motor heat exchange flow path 12 to cool the components in the motor heat exchange flow path 12, and the warmed coolant enters the passenger compartment heat exchange flow path, so that the heat of the liquid-heated radiator 131 can be sent to the passenger compartment to heat the passenger compartment; the cooled cooling liquid flows into the battery heat exchange flow path 11 again to absorb the heat of each component in the battery heat exchange flow path 11, and the components in the battery heat exchange flow path 11 are cooled; the heated cooling liquid flows back to the motor heat exchange flow path 12, the waste heat of each component in the motor heat exchange flow path 12 is absorbed according to the actual requirement, and the heated cooling liquid flows to the passenger compartment heat exchange flow path to heat the passenger compartment; the cooled coolant sequentially flows through the battery heat exchange flow path 11 and the motor heat exchange flow path 12 to cool the components such as the battery and the motor, and the residual heat of the components such as the battery and the motor is recovered for heating the passenger compartment subsequently. And the process is circulated. Therefore, the cooling liquid can fully utilize the residual heat of the motor, the battery and other components to heat the passenger compartment.

Therefore, when the residual heat of the battery, the motor and other components is more, the cooling liquid heat exchange system can be directly utilized to realize heating of the passenger compartment without starting the compressor 31, so that the use frequency of the compressor 31 can be reduced, the energy consumption of the compressor 31 can be reduced, the utilization rate of the residual heat of the battery, the motor and other components can be improved, and the energy loss can be reduced.

The liquid-warm radiator 131 may be located in the passenger compartment, and directly exchanges heat with air in the passenger compartment. Alternatively, the liquid-heat radiator 131 may be located outside the passenger compartment, and the passenger compartment is provided with an air inlet, and the heat of the liquid-heat radiator 131 is blown into the passenger compartment by a blower.

In one example, as shown in fig. 1, the motor heat exchanging flow path 12 includes a first water pump 121, a motor heat exchanging part, and an electrically controlled heat exchanging part, which are arranged in series.

Therefore, the heat absorbed by the cooling liquid in the motor heat exchange flow path 12 includes not only the heat generated by the operation of the motor but also the heat generated by the electronic control component. The first water pump 121 may be used as a power source to drive the coolant to circulate.

In an exemplary embodiment, as shown in fig. 1, the cooling fluid heat exchange system further comprises: the coolant heating flow path 14, and the coolant heating flow path 14 includes a liquid heater 141.

The control valve assembly is further configured to: the motor heat exchange flow path 12, the coolant heating flow path 14, the liquid-heating radiator 131, and the battery heat exchange flow path 11 can be connected in series in this order to form a second passenger compartment heating circuit.

When the cooling liquid heat exchange system runs the second passenger compartment heating loop, the cooling liquid can flow from the motor heat exchange flow path 12 to the cooling liquid heating flow path 14, so that the cooling liquid can absorb the heat of each component in the motor heat exchange flow path 12, play a role in cooling and cooling the components in the motor heat exchange flow path 12, further heat is heated by the cooling liquid heater, and then enter the liquid heating radiator 131, and the heat of the liquid heating radiator 131 can be sent to the passenger compartment to play a role in heating the passenger compartment; the cooled cooling liquid flows into the battery heat exchange flow path 11 again to absorb the heat of the components in the battery heat exchange flow path 11, so as to cool the components in the battery heat exchange flow path 11; the heated coolant flows back to the motor heat exchange flow path 12 to absorb the residual heat of each component in the motor heat exchange flow path 12, and then enters the liquid heater 141 to be further heated and flows to the liquid heating radiator 131 to heat the passenger compartment; the cooled coolant sequentially flows through the battery heat exchange flow path 11, the motor heat exchange flow path 12 and the liquid heater 141 to cool the components such as the battery and the motor, and the residual heat of the components such as the battery and the motor is recovered for heating the passenger compartment in the following process, and the process is repeated. In this way, the coolant can fully utilize the residual heat of the motor and the battery, and heat the passenger compartment by combining the heat of the liquid heater 141.

Therefore, when the residual heat of the battery and the motor is not enough to meet the heating requirement of the passenger compartment, the passenger compartment can be heated by directly utilizing the cooling liquid heat exchange system without starting the compressor 31, so that the use frequency of the compressor 31 can be reduced, the energy consumption of the compressor 31 can be reduced, the utilization rate of the residual heat of the battery and the motor can be improved, and the energy loss can be reduced.

In an exemplary embodiment, as shown in fig. 1, the passenger compartment heat exchange flow path further comprises: a first conduit 132 and a second conduit 133.

The input end of the first pipeline 132 is connected with one end of the motor heat exchange flow path 12 in an on-off manner through a control valve assembly, and the output end of the first pipeline 132 is communicated with one end of the liquid heating radiator 131. The input end of the second pipeline 133 is communicated with the second end of the liquid heating radiator 131, and the output end of the second pipeline 133 is in on-off connection with one end of the battery heat exchange flow path 11 through a control valve assembly. The other end of the battery heat exchange flow path 11 is in on-off connection with the other end of the motor heat exchange flow path 12 through a control valve component.

The coolant heating flow path 14 is connected in parallel to the first pipe 132. The control valve assembly includes a valve for controlling the on/off of the first conduit 132 and the coolant heating circuit 14.

Such as: the control valve assembly includes a first valve 21 and a second valve 22, and as shown in fig. 1, the first valve 21 and the second valve 22 may be shut-off valves. The first valve 21 is provided to control the opening and closing of the first pipe 132, and the second valve 22 is provided to control the opening and closing of the coolant heating flow path 14.

In this way, when the surplus heat in the motor, the battery and the like is too much to meet the heating requirement of the passenger compartment, the first valve 21 can be opened, the second valve 22 is closed, and the coolant heating flow path 14 is closed, so that the coolant heat exchange system can operate the first passenger compartment heating loop to meet the heating requirement of the passenger compartment by using the surplus heat of the motor, the battery and the like.

When the surplus heat in the motor and the battery is relatively less and is not enough to meet the heating requirement of the passenger compartment, the first valve 21 can be closed, the second valve 22 is opened, the cooling liquid heating flow path 14 is conducted and is connected with the liquid heating radiator 131 in series, so that the cooling liquid heat exchange system can operate the second passenger compartment heating loop, and the heating requirement of the passenger compartment can be met by utilizing the residual heat of the motor, the battery and the like and the liquid heater 141.

In another example, the control valve assembly includes a three-way valve, and the first line 132 and the coolant heating path 14 are switched by the three-way valve.

In an exemplary embodiment, as shown in fig. 1, the thermal management system further includes a refrigerant heat exchange system. Refrigerant heat transfer system includes: a compressor 31, an interior condenser 32, an interior evaporator 33, a first exterior heat exchanger 34, a second exterior heat exchanger 35, and a throttle device.

Wherein, the first end of the internal condenser 32 and the first end of the second external heat exchanger 35 are connected with the exhaust port of the compressor 31 in an on-off manner, and the second end of the internal condenser 32 and the second end of the second external heat exchanger 35 are connected with the first end of the throttling device.

A first end of the in-vehicle evaporator 33 and a first end of the first out-vehicle heat exchanger 34 are connected to the suction port of the compressor 31 in an on-off manner, and a second end of the in-vehicle evaporator 33 and a second end of the first out-vehicle heat exchanger 34 are connected to a second end of the throttle device.

In other words, the first outdoor heat exchanger 34 corresponds to an outdoor evaporator, and the second outdoor heat exchanger 35 corresponds to an outdoor condenser.

In the scheme, the refrigerant, also called as a refrigerant, flows in the refrigerant heat exchange system, and heat transfer is realized by utilizing the flow of the refrigerant in each part, so that the heat exchange function is realized. The internal condenser 32 can heat the passenger compartment, and the internal evaporator 33 can cool the passenger compartment.

When the passenger compartment needs heating, the refrigerant heat exchange system can operate in a heating mode, and the compressor 31, the internal condenser 32, the throttling device and the first external heat exchanger 34 are sequentially communicated to form a heating cycle. Therefore, the refrigerant discharged from the discharge port of the compressor 31 flows through the internal condenser 32, the throttle device, and the first external heat exchanger 34 in this order, and then flows back to the compressor 31. The heat in the internal condenser 32 is blown to the passenger compartment by the blower to heat the passenger compartment.

When the passenger compartment needs to be refrigerated, the refrigerant heat exchange system can operate in a refrigeration mode, and the compressor 31, the second outside-vehicle heat exchanger 35, the throttling device and the inside-vehicle evaporator 33 are sequentially communicated to form a refrigeration cycle. Therefore, the refrigerant discharged from the discharge port of the compressor 31 flows through the second exterior heat exchanger 35, the throttle device, and the interior evaporator 33 in this order, and then flows back to the compressor 31. The cold energy in the evaporator 33 in the vehicle is blown to the passenger compartment by the fan to refrigerate the passenger compartment.

In one example, as shown in fig. 1, the throttling device may include a first expansion valve 36 and a second expansion valve 37, the first expansion valve 36 being in series with the in-vehicle evaporator 33, the second expansion valve 37 being in series with the first out-of-vehicle heat exchanger 34. A third valve 38 is provided between the internal condenser 32 and the exhaust port of the compressor 31, and a fourth valve 39 is provided between the second external heat exchanger 35 and the exhaust port of the compressor 31.

When the refrigerant heat exchange system operates a heating cycle, the third valve 38 is opened, the fourth valve 39 is closed, the first expansion valve 36 is closed, and the second expansion valve 37 performs a throttling function. When the refrigerant heat exchange system operates the refrigeration cycle, the third valve 38 is closed, the fourth valve 39 is opened, the first expansion valve 36 performs a throttling function, and the second expansion valve 37 is closed.

In an exemplary embodiment, as shown in fig. 1, the first and second external heat exchangers 34, 35 are liquid-to-liquid heat exchangers that include a refrigerant flow path and a coolant flow path.

A first end of the refrigerant flow path of the first outdoor heat exchanger 34 is connected to the suction port of the compressor 31 in an on-off manner, and a second end of the refrigerant flow path of the first outdoor heat exchanger 34 is connected to a second end of the throttle device.

A first end of the refrigerant passage of the second exterior heat exchanger 35 is connected to an exhaust port of the compressor 31 in an on-off manner, and a second end of the refrigerant passage of the second exterior heat exchanger 35 is connected to a first end of the throttle device.

The coolant heat exchange system further comprises a coolant flow path of the first external heat exchanger 34 and a coolant flow path of the second external heat exchanger 35.

In this scheme, the first external heat exchanger 34 and the second external heat exchanger 35 are both liquid-liquid heat exchangers, such as plate heat exchangers, which include both a refrigerant flow path and a coolant flow path, where the refrigerant flow path belongs to a refrigerant heat exchange system and the coolant flow path belongs to a coolant heat exchange system. In this way, the heat management system is more complicated, more heat management modes can be realized, heat exchange between the refrigerant and the coolant can be realized by the first external heat exchanger 34 and the second external heat exchanger 35, and further, the components such as the battery and the motor can be indirectly cooled or heated by the refrigerant.

In one example, as shown in fig. 1, the second water pump 16 is further connected in series to the coolant flow path of the first off-board heat exchanger 34, and the water tank 17 is further connected in series to the coolant flow path of the second off-board heat exchanger 35.

In an exemplary embodiment, as shown in FIG. 1, the coolant heat exchange system further includes an offboard radiator flow path 15. The coolant flow path of the first off-board heat exchanger 34 is switchably connected to the battery heat exchange flow path 11 via a control valve assembly. The vehicle exterior radiator flow path 15 is connected to the motor heat exchange flow path 12 in an openable/closable manner via a control valve assembly.

The vehicle exterior radiator passage 15 includes a vehicle exterior radiator 151, and the vehicle exterior radiator 151 can exchange heat with the vehicle exterior air.

When the coolant flow path of the first outdoor heat exchanger 34 is communicated with the battery heat exchange flow path 11 and the first outdoor heat exchanger 34 operates as an outdoor evaporator, the coolant flow path in the first outdoor heat exchanger 34 can absorb heat in the coolant flow path, thereby cooling the battery.

When the flow path 15 of the radiator outside the vehicle is communicated with the heat exchanging flow path 12 of the motor, the heat absorbed by the cooling liquid in the heat exchanging flow path 12 of the motor can be dissipated to the external environment at the position of the radiator 151 outside the vehicle, and then the cooling effect is achieved on the motor.

In an exemplary embodiment, the control valve assembly is further configured to: the vehicle exterior radiator flow path 15, the coolant flow path of the first vehicle exterior heat exchanger 34, and the coolant flow path of the second vehicle exterior heat exchanger 35 can be connected in series in this order to form a third passenger compartment heating circuit.

When the thermal management system operates the third passenger compartment heating circuit, the coolant in the radiator 151 outside the vehicle absorbs the heat of the external environment, and then flows into the first heat exchanger 34 outside the vehicle to heat the coolant in the first heat exchanger 34 outside the vehicle. Meanwhile, the refrigerant heat exchange system operates a heating cycle, the internal condenser 32 can heat the passenger compartment, and the refrigerant in the first external heat exchanger 34 flows back to the compressor 31. Thus, the heat transferred to the passenger compartment by the internal condenser 32 is not only the heat generated by the compressor 31, but also the heat from the external environment, thereby realizing the heat pump heating function.

In an exemplary embodiment, as shown in FIG. 1, a control valve assembly includes: a main control valve 23.

As shown in fig. 2, the main control valve 23 includes a first port 231, a second port 232, a third port 233, a fourth port 234, a fifth port 235, a sixth port 236, a seventh port 237, an eighth port 238, a ninth port 239, a tenth port 240, and an eleventh port 241.

The first valve port 231 and the second valve port 232 are respectively communicated with both ends of the battery heat exchange flow path 11.

The third valve port 233 and the fourth valve port 234 communicate with both ends of the motor heat exchange flow path 12, respectively.

The fifth port 235 and the sixth port 236 communicate with both ends of the coolant flow path of the second outside vehicle heat exchanger 35, respectively.

The seventh port 237 and the eighth port 238 communicate with both ends of the coolant flow path of the first outdoor heat exchanger 34, respectively.

The ninth port 239 communicates with one end of the vehicle exterior radiator flow path 15, and the other end of the vehicle exterior radiator flow path 15 communicates with the fifth port 235 and one end of the coolant flow path of the second exterior heat exchanger 35.

The tenth valve port 240 and the eleventh valve port 241 communicate with both ends of the passenger compartment heat exchange flow path, respectively.

The first port 231 is disposed to be in on-off communication with the third port 233 and the seventh port 237, the second port 232 is disposed to be in on-off communication with the fourth port 234, the eighth port 238 and the eleventh port 241, the third port 233 is disposed to be in on-off communication with the first port 231, the fifth port 235 and the ninth port 239, the fourth port 234 is disposed to be in on-off communication with the second port 232, the sixth port 236 and the tenth port 240, the fifth port 235 is disposed to be in on-off communication with the third port 233 and the seventh port 237, the sixth port 236 is disposed to be in on-off communication with the fourth port 234, the seventh port 237 is disposed to be in on-off communication with the first port 231, the fifth port 235 and the ninth port 239, the eighth port 238 is disposed to be in on-off communication with the third port 232 and the sixth port 236, the ninth port 239 is disposed to be in on-off communication with the fourth port 233 and the seventh port 237, the tenth port 234 is disposed to be in on-off communication with the fourth port 234, and the eleventh port 241 is disposed to be in communication with the eleventh port 241.

Thus, when the coolant heat exchange system operates the first passenger compartment heating circuit, the second port 232 communicates with the eleventh port 241, the fourth port 234 communicates with the tenth port 240, the first port 231 communicates with the third port 233, the first valve 21 is opened, and the second valve 22 is closed. The flow direction of the cooling liquid is as follows: the first water pump 121, the electric control valve, the motor, the fourth valve port 234, the tenth valve port 240, the first valve 21, the liquid heating radiator 131, the eleventh valve port 241, the second valve port 232, the battery, the first valve port 231, the third valve port 233, and the first water pump 121. The cooling liquid absorbs heat in the battery, the motor, the electronic control and other components, cools the battery, the motor, the electronic control and other components, the heated cooling liquid enters the liquid heating radiator 131, and the fan blows heat in the liquid heating radiator 131 into the passenger compartment to heat the passenger compartment. Meanwhile, the cooled cooling liquid flows into the components such as the battery, the electric control, the motor and the like again, and absorbs heat in the components such as the battery, the electric control, the motor and the like. Therefore, the passenger compartment is heated by utilizing waste heat of components such as a battery, a motor, an electronic control component and the like, the waste heat is fully utilized, and the use of the compressor 31 is reduced.

When the coolant heat exchange system operates the second passenger compartment heating circuit, the second port 232 communicates with the eleventh port 241, the fourth port 234 communicates with the tenth port 240, the first port 231 communicates with the third port 233, the first valve 21 is closed, and the second valve 22 is opened. The flow direction of the cooling liquid is as follows: the first water pump 121, the electric control, the motor, the fourth valve port 234, the tenth valve port 240, the second valve 22, the liquid heater 141, the liquid heater radiator 131, the eleventh valve port 241, the second valve port 232, the battery, the first valve port 231, the third valve port 233 and the first water pump 121. The cooling liquid absorbs heat in the components such as the battery, the motor and the electronic control, the components such as the battery, the motor and the electronic control are cooled, the heated cooling liquid enters the liquid heater 141 to be heated and then enters the liquid heating radiator 131, and the fan blows heat in the liquid heating radiator 131 into the passenger compartment to heat the passenger compartment. Meanwhile, the cooled cooling liquid flows into the components such as the battery, the electric control, the motor and the like again, and absorbs heat in the components such as the battery, the electric control, the motor and the like. Therefore, the passenger compartment is heated by utilizing waste heat of components such as a motor, a motor and an electric control and the liquid heater 141, the waste heat is utilized, and the use of the compressor 31 is reduced.

When the coolant heat exchange system operates the third passenger compartment heating loop, the ninth port 239 is communicated with the seventh port 237, the eighth port 238 is communicated with the sixth port 236, the fifth port 235 is closed, and the coolant flow direction is as follows: the second water pump 16, the first outside-vehicle heat exchanger 34, the eighth port 238, the sixth port 236, the second outside-vehicle heat exchanger 35, the water tank 17, the outside-vehicle radiator 151, the ninth port 239, the seventh port 237, and the second water pump 16.

It should be noted that the main control valve 23 may be a valve, i.e., an eleven-way valve; the main control valve 23 may be a combination of a plurality of valves, and the number of valves is not limited herein as long as the above function can be achieved.

In an exemplary embodiment, the thermal management system further comprises: a temperature detection device (not shown) and a control device (not shown).

Wherein the temperature detection device is configured to detect the temperature of the motor and the liquid flowing through, the temperature of the battery and the liquid flowing through, and the temperature of the passenger compartment and the liquid flowing through. The control device is arranged to regulate and control the control valve assembly according to the detection result of the temperature detection device.

Therefore, whether the residual heat of the motor and the battery meets the heating requirement of the passenger cabin or not can be judged conveniently according to the temperatures of the battery, the motor and the passenger cabin, and then a proper heating mode is selected.

Such as: when the heat of the motor and the battery is more and is enough to meet the heating requirement of the passenger compartment, the first passenger compartment heating loop can be selected to operate independently, and the heating requirement of the passenger compartment can be met by utilizing the waste heat of the motor and the battery through the liquid heating radiator 131.

When the heat of the motor and the battery is low, the second passenger compartment heating loop can be selected to be operated independently, and the heat of the motor, the residual heat of the battery and the heat of the liquid heater 141 are utilized to meet the heating requirement of the passenger compartment through the liquid heating radiator 131. Alternatively, the compressor 31 is started and the passenger compartment is heated by the internal condenser 32. The more energy efficient heating mode may be selected specifically based on the relative amount of energy consumed by the liquid heater 141 and the compressor 31.

The embodiment of the present application further provides a vehicle (not shown in the drawings), which includes the thermal management system in any of the above embodiments, so that all the above beneficial effects are achieved, and details are not described herein again.

To sum up, the thermal management system and the vehicle that this application embodiment provided can reduce the frequency of use of compressor, and through the make full use of to parts waste heat such as battery, motor, reduce energy loss.

In the description of the present invention, it should be noted that the terms "upper", "lower", "one side", "the other side", "one end", "the other end", "side", "opposite", "four corners", "periphery", "mouth" word structure "and the like indicate the directions or positional relationships based on the directions or positional relationships shown in the drawings, and are only for convenience of description and simplification of the description, but do not indicate or imply that the structure referred to has a specific direction, is constructed and operated in a specific direction, and thus, cannot be construed as limiting the present invention.

In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "connected," "directly connected," "indirectly connected," "fixedly connected," "mounted," and "mounted" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; the terms "mounted," "connected," and "fixedly connected" may be directly connected or indirectly connected through intervening media, or may be connected through two elements. The specific meaning of the above terms in the present invention can be understood as a specific case by those skilled in the art.

Although the embodiments of the present invention have been described above, the description is only for the convenience of understanding the present invention, and the present invention is not limited thereto. Any modifications and variations in form and detail of the present invention may be made by those skilled in the art without departing from the spirit and scope of the present invention, but it is still intended to cover in the appended claims all such modifications and variations as fall within the true spirit and scope of the invention.

Claims (10)

1. A thermal management system, comprising:

the cooling liquid heat exchange system comprises a control valve assembly, and a battery heat exchange flow path, a motor heat exchange flow path and a passenger compartment heat exchange flow path which are connected with the control valve assembly through pipelines, wherein the passenger compartment heat exchange flow path comprises a liquid heating radiator which is arranged to heat a passenger compartment, and the control valve assembly is arranged as follows: the motor heat exchange flow path, the passenger compartment heat exchange flow path and the battery heat exchange flow path can be connected in series in sequence to form a first passenger compartment heating loop.

2. The thermal management system of claim 1, wherein the coolant heat exchange system further comprises: a coolant heating flow path including a liquid heater;

the control valve assembly is further configured to: the motor heat exchange flow path, the cooling liquid heating flow path, the liquid heating radiator and the battery heat exchange flow path can be sequentially connected in series to form a second passenger compartment heating loop.

3. The thermal management system of claim 2, wherein the passenger compartment heat exchange flow path further comprises:

the input end of the first pipeline is in on-off connection with one end of the motor heat exchange flow path through the control valve assembly, and the output end of the first pipeline is communicated with one end of the liquid heating radiator; and

the input end of the second pipeline is communicated with the second end of the liquid heating radiator, the output end of the second pipeline is in on-off connection with one end of the battery heat exchange flow path through the control valve assembly, and the other end of the battery heat exchange flow path is in on-off connection with the other end of the motor heat exchange flow path through the control valve assembly;

the cooling liquid heating flow path is connected with the first pipeline in parallel, and the control valve assembly comprises a valve for controlling the on-off of the first pipeline and the on-off of the cooling liquid heating flow path.

4. The thermal management system of any of claims 1-3, further comprising a refrigerant heat exchange system, the refrigerant heat exchange system comprising: the system comprises a compressor, an internal condenser, an internal evaporator, a first external heat exchanger, a second external heat exchanger and a throttling device;

a first end of the internal condenser and a first end of the second external heat exchanger are in on-off connection with an exhaust port of the compressor, and a second end of the internal condenser and a second end of the second external heat exchanger are connected with a first end of the throttling device;

the first end of the in-vehicle evaporator and the first end of the first out-vehicle heat exchanger are connected with the air suction port of the compressor in a switching mode, and the second end of the in-vehicle evaporator and the second end of the first out-vehicle heat exchanger are connected with the second end of the throttling device.

5. The thermal management system of claim 4,

the first outdoor heat exchanger and the second outdoor heat exchanger are liquid-liquid heat exchangers, and each liquid-liquid heat exchanger comprises a refrigerant flow path and a cooling liquid flow path;

the first end of the refrigerant flow path of the first outdoor heat exchanger is connected with the air suction port of the compressor in a switching manner, and the second end of the refrigerant flow path of the first outdoor heat exchanger is connected with the second end of the throttling device;

the first end of a refrigerant flow path of the second off-vehicle heat exchanger is connected with the air outlet of the compressor in an on-off manner, and the second end of the refrigerant flow path of the second off-vehicle heat exchanger is connected with the first end of the throttling device;

the coolant heat exchange system further includes a coolant flow path of the first off-board heat exchanger and a coolant flow path of the second off-board heat exchanger.

6. The thermal management system of claim 5, wherein the coolant heat exchange system further comprises an offboard radiator flow path;

the cooling liquid flow path of the first off-board heat exchanger is in on-off connection with the battery heat exchange flow path through the control valve assembly;

the flow path of the radiator outside the automobile is connected with the heat exchange flow path of the motor in a switching way through the control valve assembly.

7. The thermal management system of claim 6,

the control valve assembly is further configured to: the vehicle exterior radiator flow path, the coolant flow path of the first vehicle exterior heat exchanger, and the coolant flow path of the second vehicle exterior heat exchanger may be connected in series in this order to form a third passenger compartment heating circuit.

8. The thermal management system of claim 7, wherein the control valve assembly comprises:

the main control valve comprises a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, a ninth valve port, a tenth valve port and an eleventh valve port;

the first valve port and the second valve port are respectively communicated with two ends of the battery heat exchange flow path;

the third valve port and the fourth valve port are respectively communicated with two ends of the motor heat exchange flow path;

the fifth valve port and the sixth valve port are respectively communicated with two ends of a cooling liquid flow path of the second outside-vehicle heat exchanger;

the seventh valve port and the eighth valve port are respectively communicated with two ends of a cooling liquid flow path of the first vehicle-exterior heat exchanger;

the ninth valve port communicates with one end of the vehicle exterior radiator flow path, and the other end of the vehicle exterior radiator flow path communicates with the fifth valve port and one end of the coolant flow path of the second vehicle exterior radiator;

the tenth valve port and the eleventh valve port are respectively communicated with two ends of the passenger compartment heat exchange flow path;

wherein the first valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the second valve port is configured to be in on-off communication with the fourth valve port, the eighth valve port and the eleventh valve port, the third valve port is configured to be in on-off communication with the first valve port, the fifth valve port and the ninth valve port, the fourth valve port is configured to be in on-off communication with the second valve port, the sixth valve port and the tenth valve port, the fifth valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the sixth valve port is configured to be in on-off communication with the fourth valve port, the seventh valve port is configured to be in on-off communication with the first valve port, the fifth valve port and the ninth valve port, the eighth valve port is configured to be in on-off communication with the second valve port and the sixth valve port, the ninth valve port is configured to be in on-off communication with the third valve port and the seventh valve port, the tenth valve port is configured to be in on-off communication with the fourth valve port, and the eleventh valve port.

9. The thermal management system of any of claims 1-3, further comprising:

the temperature detection device is arranged for detecting the temperature of the motor and the liquid flowing through, the temperature of the battery and the liquid flowing through and the temperature of the passenger cabin and the liquid flowing through; and

and the control device is used for regulating and controlling the control valve assembly according to the detection result of the temperature detection device.

10. A vehicle comprising a thermal management system according to any of claims 1 to 9.

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