CN119795830A

CN119795830A - Thermal management system and vehicle having the same

Info

Publication number: CN119795830A
Application number: CN202410360339.6A
Authority: CN
Inventors: 张经科; 高珊玲; 王小波; 林雨霞; 邓玉豪
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2024-03-25
Filing date: 2024-03-25
Publication date: 2025-04-11

Abstract

The present invention discloses a thermal management system and a vehicle having the same, the thermal management system comprising: a first heat exchanger, the first heat exchanger being suitable for heat exchange with a battery pack of a vehicle; a second heat exchanger, the second heat exchanger being used to adjust the temperature of a storage box; a first switching module, the first switching module being respectively connected to the first heat exchanger and the second heat exchanger so that the first heat exchanger and the second heat exchanger are connected in series or in parallel. In the thermal management system proposed by the present invention, the connection mode of the first heat exchanger and the second heat exchanger can be switched between series and parallel, which effectively increases the flow mode of the refrigerant in the thermal management system, so that the thermal management system can adapt to more application scenarios.

Description

Thermal management system and vehicle with same

Technical Field

The application relates to the field of vehicles, in particular to a thermal management system and a vehicle with the same.

Background

In order to ensure the comfort of the passenger cabin, the safety of the battery pack, the electric control equipment of the motor and the like in the driving process and the charging process of the vehicle and to run in a reasonable efficiency range, the comprehensive management of the cold and heat of the passenger cabin, the external environment, the battery pack, the electric control system of the motor and the refrigerating system by using cold and heat sources is required in the whole vehicle level, and the thermal management system of the vehicle is widely researched and applied.

There are fewer applicable scenarios for the thermal management system in the related art, and there is a need to design a thermal management system that can adapt to more application scenarios.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the thermal management system, the connection mode of the first heat exchange piece and the second heat exchange piece can be switched between series connection and parallel connection, so that the flow mode of the refrigerant in the thermal management system is effectively increased, and the thermal management system can adapt to more application scenes.

The application also provides a vehicle comprising the thermal management system.

The heat management system comprises a first heat exchange piece, a second heat exchange piece and a first switching module, wherein the first heat exchange piece is suitable for heat exchange with a battery pack of a vehicle, the second heat exchange piece is used for adjusting the temperature of a storage box, and the first switching module is connected with the first heat exchange piece and the second heat exchange piece respectively so that the first heat exchange piece and the second heat exchange piece are connected in series or in parallel.

According to the thermal management system provided by the embodiment of the invention, the first switching module is arranged, so that the connection mode of the first heat exchange piece and the second heat exchange piece can be switched between series connection and parallel connection, the flow mode of the refrigerant in the thermal management system is effectively increased, different flow modes can be selected according to different use scenes by a vehicle, and the practicability of the thermal management system is improved.

In some embodiments, the thermal management system further comprises a compressor and a third heat exchange member adapted to exchange heat with the outside, the compressor having an exhaust port and an intake port, the first switching module being connected to the exhaust port, the intake port, the first end of the first heat exchange member, and the first end of the second heat exchange member, respectively, the second end of the first heat exchange member being connected to the first end of the third heat exchange member, the second end of the second heat exchange member being in switched communication with the first end and the second end of the third heat exchange member, the third heat exchange member being connected in series between the first heat exchange member and the second heat exchange member when the first heat exchange member and the second heat exchange member are connected in series.

In some embodiments, the thermal management system further comprises a fourth heat exchange member for adjusting the temperature of the cabin, and two ends of the fourth heat exchange member are respectively connected with the exhaust port and the first switching module.

In some embodiments, the thermal management system further comprises a second switching module connected with the compressor and the third heat exchange member respectively, the first switching module and the second switching module are matched to switch to control the thermal management system to be switched to a first mode or a second mode, in the first mode, the first heat exchange member and the second heat exchange member are connected in parallel, an inlet end of the third heat exchange member is communicated with the first heat exchange member and the second heat exchange member respectively, an outlet end of the third heat exchange member is communicated with the air suction port, in the second mode, the first heat exchange member and the second heat exchange member are connected in parallel, an inlet end of the third heat exchange member is communicated with the air discharge port, and an outlet end of the third heat exchange member is communicated with the first heat exchange member and the second heat exchange member respectively.

In some embodiments, the thermal management system further comprises a common flow path connected to the fourth heat exchange member, a first branch flow path connected to the common flow path and the first switching module, and a second branch flow path connected to the common flow path and the third heat exchange member, respectively, the second switching module comprising a first control valve for opening or closing the first branch flow path and a second control valve for opening or closing the second branch flow path.

In some embodiments, the first switching module is formed as a three-way valve, the first switching module including a first port connected between the fourth heat exchange member and the first heat exchange member, a second port connected to one end of the second heat exchange member, and a third port connected to the suction port.

In some embodiments, the thermal management system further comprises a compressor having an exhaust port and an intake port, an external heat exchanger coupled to the exhaust port, a first end of the internal evaporator coupled to the external heat exchanger via a third throttling element, and a second end of the internal evaporator coupled to the intake port.

In some embodiments, the thermal management system further comprises a regenerator provided with a first flow path and a second flow path which exchange heat with each other, wherein two ends of the first flow path are respectively communicated with the external heat exchanger and the first throttling element, and two ends of the second flow path are respectively communicated with the second end of the internal evaporator and the air suction port.

In some embodiments, the regenerator is configured to have a gas-liquid separation function.

In some embodiments, a third flow-adjustable regulator is connected in series between the second end of the in-vehicle evaporator and the suction port.

The vehicle comprises a vehicle body and a thermal management system, wherein the vehicle body is provided with a battery pack, the thermal management system is the thermal management system in the technical scheme, the storage box is arranged on the vehicle body, and the first heat exchange piece exchanges heat with the battery pack.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic illustration of a thermal management system of a vehicle according to an embodiment of the invention;

FIG. 2 is a schematic flow diagram of a refrigerant during a first operating condition of a thermal management system according to some embodiments of the invention;

FIG. 3 is a schematic flow diagram of a refrigerant during a second operating condition of a thermal management system according to some embodiments of the invention;

FIG. 4 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under a third operating condition;

FIG. 5 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under a fourth operating condition;

FIG. 6 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under a fifth operating condition;

FIG. 7 is a schematic flow diagram of a refrigerant during a sixth and seventh operating condition of a thermal management system according to some embodiments of the invention;

FIG. 8 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under an eighth operating condition;

FIG. 9 is a schematic flow diagram of a refrigerant during a ninth and tenth operating condition of a thermal management system according to some embodiments of the invention;

FIG. 10 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under an eleventh operating condition;

FIG. 11 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention under a twelfth operating condition;

FIG. 12 is a schematic flow of refrigerant through a thermal management system according to some embodiments of the invention during thirteenth and fourteenth conditions;

FIG. 13 is a schematic flow diagram of a refrigerant during a fifteenth operating condition and a sixteenth operating condition of a thermal management system according to some embodiments of the invention;

FIG. 14 is a schematic flow diagram of a refrigerant during seventeenth and eighteenth conditions of a thermal management system according to some embodiments of the invention;

FIG. 15 is a schematic flow diagram of a refrigerant during nineteenth and twentieth operating conditions of a thermal management system according to some embodiments of the invention;

fig. 16 is a schematic structural view of a vehicle according to an embodiment of the present invention.

Reference numerals:

1000. 100 parts of a vehicle, 100 parts of a thermal management system, 200 parts of a vehicle body;

11. Compressor, 111, first pressure sensor, 112, first temperature sensor, 113, common flow path, 114, first branch flow path, 115, second branch flow path;

12. First heat exchange element 121, first switching module 122, second switching module 1221, first control valve 1222, second control valve 123, first throttle element 124, second temperature sensor 125, first temperature pressure sensor 126, first regulating element 127, second electromagnetic valve;

13. A second heat exchange member; 131, a second throttling element, 132, a second temperature and pressure sensor, 133, a second regulating element;

14. the device comprises a third heat exchange piece, a 141, a first one-way valve, a 142, a second one-way valve, a 143, a third one-way valve, a 144 and a first electromagnetic valve;

15. 151, an air duct heater, 152, a fourth electromagnetic valve;

16. The vehicle heat exchanger comprises a vehicle exterior heat exchanger 161, a first fan 162, a third electromagnetic valve 163 and a fourth one-way valve;

17. An evaporator in the vehicle, 171, a third throttling element, 172, a third temperature and pressure sensor, 173, a third regulating element;

18. A regenerator;

2. a heat exchange module; 21, a heat source runner, 22, a radiator, 23, a reversing assembly, 24, a first pump body, 25, a third temperature sensor, 26 and a water supplementing tank;

3. A heat generating component.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present invention, unless explicitly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, directly connected, indirectly connected via an intervening medium, or in communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

A thermal management system 100 according to an embodiment of the present invention is described below with reference to fig. 1-16.

Referring to fig. 1, a thermal management system 100 according to an embodiment of the present invention includes a first heat exchanging member 12, a second heat exchanging member 13, and a first switching module 121, wherein the first heat exchanging member 12 is adapted to exchange heat with a battery pack of a vehicle 1000, the second heat exchanging member 13 is used to adjust a temperature of a storage compartment of the vehicle 1000, and the first switching module 121 is connected to the first heat exchanging member 12 and the second heat exchanging member 13 such that the first heat exchanging member 12 and the second heat exchanging member 13 are connected in series or in parallel, respectively.

That is, by providing the first switching module 121, the connection manner of the first heat exchanging member 12 and the second heat exchanging member 13 can be switched between series connection and parallel connection.

When the first switching module 121 connects the first heat exchange member 12 and the second heat exchange member 13 in series, the refrigerant in the thermal management system 100 may flow in several ways:

firstly, the high-temperature refrigerant firstly passes through the first heat exchange piece 12, releases heat in the first heat exchange piece 12, then passes through the second heat exchange piece 13, and releases heat in the second heat exchange piece 13, so that the refrigerant firstly heats the battery pack and then heats the storage box;

Secondly, the high-temperature refrigerant firstly passes through the second heat exchange piece 13, releases heat in the second heat exchange piece 13, then passes through the first heat exchange piece 12, and releases heat in the first heat exchange piece 12, so that the refrigerant firstly heats the storage box and then heats the battery pack;

thirdly, the low-temperature refrigerant firstly passes through the first heat exchange piece 12, absorbs heat in the first heat exchange piece 12, then passes through the second heat exchange piece 13, and absorbs heat in the second heat exchange piece 13, so that the refrigerant firstly cools the battery pack and then refrigerates the storage box;

fourth, the low-temperature refrigerant firstly passes through the second heat exchange piece 13, absorbs heat in the second heat exchange piece 13, then passes through the first heat exchange piece 12, absorbs heat in the first heat exchange piece 12, so that the refrigerant firstly refrigerates the storage box and then cools the battery pack;

when a throttling element is provided between the first heat exchange member 12 and the second heat exchange member 13, the refrigerant in the thermal management system 100 may also flow in several ways:

fifth, the refrigerant flows through the first heat exchange member 12, after the heat is released from the first heat exchange member 12, the refrigerant is throttled by the throttling element between the first heat exchange member 12 and the second heat exchange member 13, and then enters the second heat exchange member 13, and absorbs heat in the second heat exchange member 13, so that the thermal management system 100 can heat the battery pack and refrigerate the storage box at the same time;

sixth, the refrigerant flows through the second heat exchange member 13, after the heat is released from the second heat exchange member 13, it is throttled by the throttling element between the first heat exchange member 12 and the second heat exchange member 13, and then enters the first heat exchange member 12, and absorbs heat in the first heat exchange member 12, so that the thermal management system 100 can cool the battery pack while heating the storage case.

When the first switching module 121 connects the first heat exchange member 12 and the second heat exchange member 13 in parallel, the refrigerant in the thermal management system 100 may flow in several ways:

Seventh, the high-temperature refrigerant is split, one part flows to the first heat exchange member 12, releases heat in the first heat exchange member 12, and the other part flows to the second heat exchange member 13, releases heat in the second heat exchange member 13, so that the thermal management system 100 can heat the battery pack and heat the storage box at the same time;

Eighth, the low-temperature refrigerant is split, one part flows to the first heat exchanging member 12, absorbs heat in the first heat exchanging member 12, and the other part flows to the second heat exchanging member 13, absorbs heat in the second heat exchanging member 13, so that the thermal management system 100 can cool the battery pack and refrigerate the storage box.

According to the thermal management system 100 of the embodiment of the present invention, by providing the first switching module 121, the connection mode of the first heat exchange member 12 and the second heat exchange member 13 can be switched between the series connection and the parallel connection, and when the first heat exchange member 12 and the second heat exchange member 13 are connected in series, the thermal management system 100 can have at least one of the first flow mode to the sixth flow mode, and when the first heat exchange member 12 and the second heat exchange member 13 are connected in parallel, the thermal management system 100 can have at least one of the seventh flow mode and the eighth flow mode. Through the above technical solution, the flow mode of the refrigerant in the thermal management system 100 is effectively increased, and the vehicle 1000 can select different flow modes according to different usage scenarios, so as to improve the practicability of the thermal management system 100.

In some embodiments, the thermal management system 100 further includes a third heat exchange member 14, the compressor 11 being adapted to exchange heat with the outside, the compressor 11 having a discharge port and a suction port.

The first switching module 121 is respectively connected with the exhaust port, the air suction port, the first end of the first heat exchange piece 12 and the first end of the second heat exchange piece 13, the second end of the first heat exchange piece 12 is connected with the first end of the third heat exchange piece 14, the second end of the second heat exchange piece 13 is communicated with the first end and the second end of the third heat exchange piece 14 in a switching mode, and when the first heat exchange piece 12 and the second heat exchange piece 13 are connected in series, the third heat exchange piece 14 is connected in series between the first heat exchange piece 12 and the second heat exchange piece 13.

The first switching module 121 may be switched to have the exhaust port in communication with the first end of the first heat exchange member 12 and the suction port in communication with the first end of the second heat exchange member 13, the second end of the first heat exchange member 12 in communication with the first end of the third heat exchange member 14, and the second end of the second heat exchange member 13 may be switched to be in communication with the second end of the third heat exchange member 14, thereby forming a circulation loop of the refrigerant. In this circulation circuit, the compressor 11 discharges the compressed refrigerant through the discharge port, and the refrigerant flows to the first heat exchange member 12, then to the third heat exchange member 14, then to the second heat exchange member 13, and then back to the compressor 11 to continue compression, and continues circulation flow. In the circulating flow process of the refrigerant, the refrigerant releases heat in the first heat exchange piece 12, so that the battery pack heats, and the refrigerant absorbs heat in the second heat exchange piece 13, so that the storage box refrigerates.

Through the above technical scheme, the thermal management system 100 can heat the battery pack and refrigerate the storage box, so that the applicable scene of the thermal management system 100 is increased.

The refrigerant may exchange heat in the third heat exchange member 14, or may flow through only the third heat exchange member 14. When the refrigerant absorbs heat in the third heat exchange member 14, the total heat of the refrigerant in the refrigerant circulation loop is improved, the heat release efficiency of the refrigerant in the first heat exchange member 12 is improved, namely the heating efficiency of the thermal management system 100 on the battery pack is improved, when the refrigerant releases heat in the third heat exchange member 14, the temperature of the refrigerant entering the second heat exchange member 13 is reduced, the heat absorption efficiency of the refrigerant in the second heat exchange member 13 is improved, namely the refrigerating efficiency of the thermal management system 100 on the storage box is improved. When the refrigerant only flows through the third heat exchange member 14, the pipes and the components that can flow through in the thermal management system 100 are fully utilized, and no pipe is needed to be specially connected to the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13, so that simplification of the thermal management system 100 is facilitated.

Specifically, the second end of the first heat exchange member 12 is provided with a first throttling element 123, after the high-temperature refrigerant discharged by the compressor 11 releases heat in the first heat exchange member 12, the high-temperature refrigerant throttles to be low-temperature refrigerant through the first throttling element 123, and the low-temperature refrigerant flows to the third heat exchange member 14, so that the refrigerant can absorb heat in the third heat exchange member 14, flows to the second heat exchange member 13 after passing through the third heat exchange member 14, absorbs heat in the second heat exchange member 13, and then returns to the compressor 11 to continue compression, and continues to circulate. In the circulating flow process of the refrigerant, the refrigerant releases heat in the first heat exchange piece 12, so that the battery pack heats, the refrigerant absorbs heat in the second heat exchange piece 13, the storage box refrigerates, and absorbs heat in the third heat exchange piece 14, and the heating efficiency of the battery pack is improved.

Further, a second throttling element 131 is disposed at the second end of the second heat exchange member 13, the high-temperature refrigerant discharged from the compressor 11 releases heat in the first heat exchange member 12 and flows to the third heat exchange member 14, releases heat in the third heat exchange member 14 and flows to the second throttling element 131, and after being throttled by the second throttling element 131, the refrigerant flows to the second heat exchange member 13, absorbs heat in the second heat exchange member 13, and then returns to the compressor 11 to continue compression and continues circulating flow. In the circulating flow process of the refrigerant, the refrigerant releases heat in the first heat exchange piece 12, so that the battery pack heats, the refrigerant absorbs heat in the second heat exchange piece 13, the storage box refrigerates, and releases heat in the third heat exchange piece 14, and the refrigeration efficiency of the storage box is improved.

In some embodiments, the thermal management system 100 further includes a first check valve 141 and a second check valve 142, the first check valve 141 being disposed between the first end of the third heat exchange member 14 and the first throttling element 123, the first check valve 141 may limit the flow direction of the refrigerant such that the refrigerant discharged from the second end of the first heat exchange member 12 flows toward the third heat exchange member 14, preventing the refrigerant from flowing back, and guaranteeing the flow efficiency of the refrigerant.

The second check valve 142 is disposed between the second end of the third heat exchange member 14 and the second throttling element 131, and the second check valve 142 can limit the flow direction of the refrigerant, so that the refrigerant discharged from the second end of the third heat exchange member 14 can smoothly flow to the second heat exchanger, preventing the occurrence of the condition that the refrigerant flows from the second end of the second heat exchange member 13 to the second end of the third heat exchange member 14, and ensuring the flow efficiency of the refrigerant.

The second end of the first heat exchange member 12 is connected between the first check valve 141 and the second check valve 142, and the second end of the second heat exchange member 13 is also connected between the first check valve 141 and the second check valve 142.

The second end of the third heat exchange member 14 is also in communication with the suction port via a first solenoid valve 144, and an end of the first solenoid valve 144 remote from the suction port is in communication between the second end of the third heat exchange member 14 and the second one-way valve 142.

Through the above technical solution, the first switching module 121 may be switched to the first end of the first heat exchange member 12 and the first end of the second heat exchange member 13, and both are communicated with the exhaust port, and under the action of the first check valve 141 and the second check valve 142, both the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13 are communicated with the first end of the third heat exchange member 14, at this time, the first electromagnetic valve 144 is opened, so that the second end of the third heat exchange member 14 is communicated with the air suction port to form a circulation loop. In the circulation loop, the first heat exchange member 12 is connected in parallel with the second heat exchange member 13, a part of the refrigerant discharged from the exhaust port flows to the first heat exchange member 12, the first heat exchange member 12 releases heat, the other part flows to the second heat exchange member 13, the second heat exchange member 13 releases heat, so that the thermal management system 100 can heat the battery pack while heating the storage box, the refrigerant discharged from the first heat exchange member 12 flows through the first throttling element 123, then flows only to the first end of the third heat exchange member 14 under the action of the first one-way valve 141 and the second one-way valve 142, the refrigerant discharged from the second heat exchange member 13 flows through the second throttling element 131, then flows only to the first end of the third heat exchange member 14 under the action of the first one-way valve 141 and the second one-way valve 142, namely, after the two parts of the refrigerant are combined, the refrigerant flows to the third heat exchange member 14 through the first one-way valve 141, and the refrigerant flows to the compressor 11 through the first electromagnetic valve 144 after the heat absorption of the third heat exchange member 14, so as to circulate.

The first switching module 121 may also be switched to the exhaust port to communicate with the first end of the first heat exchange member 12, the air intake port to communicate with the first end of the second heat exchange member 13, and under the action of the first check valve 141 and the second check valve 142, the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13 are both communicated with the first end of the third heat exchange member 14, at this time, the first electromagnetic valve 144 is closed, and under the action of the second check valve 142, the second end of the third heat exchange member 14 is also communicated with the second end of the second heat exchange member 13, so as to form a circulation loop. In the circulation circuit, the first heat exchange member 12 is connected in series with the second heat exchange member 13, the refrigerant discharged from the exhaust port flows to the first heat exchange member 12, releases heat in the first heat exchange member 12, flows to the third heat exchange member 14 through the first check valve 141, flows to the second check valve 142, flows to the second heat exchange member 13 after passing through the second check valve 142, absorbs heat in the second heat exchange member 13, and flows to the compressor 11 after passing through the second heat exchange member 13 to circulate. In this circulation loop, the thermal management system 100 may cool the storage case while heating the battery pack. It should be noted that, in the circulation loop, after the refrigerant passes through the second check valve 142, a small amount of refrigerant may flow to the first check valve 141 again, which may be negligible, and not affect the use of the thermal management system 100.

In some embodiments, the first pressure sensor 111 and the first temperature sensor 112 are connected in series to the exhaust port of the compressor 11, the first pressure sensor 111 and the first temperature sensor 112 are disposed near the exhaust port, and the first pressure sensor 111 and the first temperature sensor 112 can detect the pressure and the temperature of the refrigerant discharged from the compressor 11 respectively and transmit the pressure and temperature signals to the thermal management system 100, so that the flow path pressure can be monitored in real time, and the thermal management system 100 is prevented from being out of control.

The second end of the first heat exchange member 12 is connected in series with the second temperature sensor 124, the second temperature sensor 124 is disposed near the second end of the first heat exchange member 12, and the second temperature sensor 124 can detect the temperature of the refrigerant discharged from the second end of the first heat exchange member 12 and transmit the temperature signal to the thermal management system 100, so that the temperature of the flow path where the first heat exchange member 12 is located can be monitored in real time, and the thermal management system 100 is prevented from being out of control.

In some embodiments, the third heat exchange member 14 is adapted to absorb heat from the heat generating component 3, where the heat generating component 3 is a component of the vehicle 1000 that generates heat during operation, e.g., the heat generating component 3 may be any of a powertrain, a controller, or an engine. It is of course understood that the heat generating component 3 is not limited to the above ones, and any component that can generate heat during the operation of the vehicle 1000 may be used. The third heat exchange member 14 can absorb the waste heat generated by the heat generating component 3, fully utilize the energy of the vehicle 1000, reduce the energy loss, improve the heat dissipation efficiency of the heat generating component 3, and reduce the risk of thermal runaway of the heat generating component 3.

Specifically, the third heat exchange member 14 is configured as a plate heat exchanger, the third heat exchange member 14 is provided with a refrigerant flow path and a water-cooled flow path that exchange heat with each other, the third heat exchange member 14 is further provided with a first end and a second end that communicate with the refrigerant flow path, the first end of the third heat exchange member 14 communicates with the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13, and the second end of the third heat exchange member 14 communicates with the second end of the second heat exchange member 13. The third heat exchange member 14 further includes third and fourth ends in communication with the water cooled flow path.

The thermal management system 100 further comprises a heat exchange module 2, wherein the heat exchange module 2 absorbs heat of the heat generating component 3 through the heat exchange medium flowing circularly, so that the efficiency of absorbing the heat of the heat generating component 3 is improved. The heat exchange medium can be water or other liquid capable of carrying heat.

Specifically, the heat exchange module 2 comprises a heat source flow channel 21, a radiator 22 and a reversing component 23, wherein the heat source flow channel 21 passes through the heat generating component 3 to absorb heat generated by the heat generating component 3, a third end of the third heat exchange member 14 is connected with a first end of the heat source flow channel 21, a fourth end of the third heat exchange member 14 is connected with the reversing component 23, the reversing component 23 is also respectively connected with a first end of the radiator 22 and a second end of the heat source flow channel 21, and a second end of the radiator 22 is connected with a second end of the heat source flow channel 21.

When the reversing assembly 23 connects the fourth end of the third heat exchange member 14 with the second end of the heat source flow channel 21, the heat exchange medium in the heat source flow channel 21 may flow into the water cooling flow channel of the third heat exchange member 14, reduce the temperature of the heat exchange medium by exchanging heat with the refrigerant, and then flow to the heat source flow channel 21 again to absorb heat generated by the heat generating component 3. By the technical scheme, the stability of the third heat exchange piece 14 for absorbing the heat of the heating component 3 is improved.

When the reversing component 23 connects the fourth end of the third heat exchange member 14 with the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 radiates heat in the water cooling flow channel, and then enters the radiator 22 to radiate heat secondarily, so that the heat radiation efficiency of the heat generating component 3 is effectively improved, and the operation safety of the heat generating component 3 is further improved.

In some embodiments, the heat exchange module 2 further includes a first pump body 24, where the first pump body 24 is disposed in series with the heat source flow channel 21 to drive the heat exchange medium to circulate.

In some embodiments, the reversing assembly 23 is also in communication with a first end of the heat source flow path 21. When the reversing assembly 23 connects the first end of the heat source flow channel 21 with the first end of the radiator 22, the heat exchange medium in the heat source flow channel 21 can flow into the radiator 22, the temperature of the heat exchange medium is reduced by the radiator 22, and then the heat exchange medium flows to the heat source flow channel 21 again to absorb the heat generated by the heat generating component 3.

In some application scenarios of the vehicle 1000, the refrigerant does not pass through the refrigerant flow channel of the third heat exchange member 14, and through the above technical scheme, the heat-generating component 3 can also radiate heat through the radiator 22, so that the risk of faults of the heat-generating component 3 due to overhigh temperature is reduced, and the operation safety of the heat-generating component 3 is improved.

In some embodiments, the thermal management system 100 further includes a first fan 161, the radiator 22 is disposed outside the vehicle, the first fan 161 is disposed opposite to the radiator 22, and the first fan 161 is configured to blow air to the radiator 22, so that the heat exchange medium flowing through the radiator 22 can dissipate heat to the outside of the vehicle. While the first fan 161 may also be used for heat dissipation of the off-vehicle heat exchanger 16.

In some embodiments, the heat exchange module 2 further includes a third temperature sensor 25, where the third temperature sensor 25 is disposed at the first end of the heat source flow channel 21 for detecting the temperature of the heat exchange medium after heat exchange with the heat generating component 3, and the heat exchange medium may select a flow path according to the detected temperature.

Specifically, the reversing assembly 23 includes a first opening in communication with the fourth end of the third heat exchange member 14, a second opening in communication with the first end of the heat source flow path 21, a third opening in communication with the first end of the heat sink 22, and a fourth opening in communication with the second end of the heat source flow path 21.

The heat exchange module 2 may control a flow path of the heat exchange medium according to the temperature detected by the third temperature sensor 25.

When the external temperature is low and the heat dissipation requirement of the heat exchange medium is low, the second opening of the controllable reversing assembly 23 is communicated with the fourth opening, and the heat exchange medium discharged from the first end of the heat source flow channel 21 directly flows to the second end of the heat source flow channel 21 after passing through the second opening and the fourth opening.

When the heat exchange medium needs to dissipate heat and the cabin and the battery pack have no heating requirement, the second opening and the third opening of the reversing assembly 23 can be controlled to be communicated, and the heat exchange medium discharged from the first end of the heat source flow channel 21 flows to the radiator 22 after passing through the second opening and the third opening, and flows to the second end of the heat source flow channel 21 after the heat exchange medium dissipates heat in the radiator 22.

When the cabin and/or the battery pack need to be heated, the first opening of the reversing assembly 23 can be controlled to be communicated with the fourth opening, the heat exchange medium discharged from the first end of the heat source flow channel 21 flows to the third heat exchange member 14 and exchanges heat with the refrigerant in the third heat exchange member 14 to raise the temperature of the refrigerant, and then the heat exchange medium flows to the reversing assembly 23, and flows to the second end of the heat source flow channel 21 after passing through the first opening and the fourth opening.

When the cabin and/or the battery pack need to be heated and the heat dissipation requirement of the heat exchange medium is high, the first opening of the reversing component 23 can be controlled to be communicated with the third opening, the heat exchange medium discharged from the first end of the heat source flow channel 21 flows to the third heat exchange component 14, flows to the reversing component 23 after exchanging heat with the refrigerant in the third heat exchange component 14, flows to the radiator 22 after passing through the first opening and the third opening, and flows to the second end of the heat source flow channel 21 after the heat dissipation of the heat exchange medium in the radiator 22.

In the flow path of the heat exchange medium, part of the flow path does not flow through the third heat exchange element 14, and when the heat exchange medium does not flow through the third heat exchange element 14, but the refrigerant flows through the third heat exchange element 14, the refrigerant only flows through the third heat exchange element 14 without heat exchange.

In some embodiments, the heat exchange module 2 is further provided with a water replenishing tank 26, the water replenishing tank 26 may be communicated with the second end of the radiator 22 and the heat source flow channel 21 through the exhaust pipe, the gas flowing into the heat source flow channel 21 may flow into the water replenishing tank 26, and the water replenishing tank 26 may be communicated with the water cooling flow channel through the water replenishing pipe, so that the heat exchange medium of the liquid in the water replenishing tank 26 may flow into the water cooling flow channel for replenishing water, and the operation reliability of the heat exchange module 2 is improved.

In some embodiments, the thermal management system 100 further includes a fourth heat exchange member 15 for adjusting the temperature of the cabin, and two ends of the fourth heat exchange member 15 are connected to the exhaust port and the first switching module 121, respectively. That is, the fourth heat exchanging element 15 is connected in series between the exhaust port and the first switching module 121. If the refrigerant discharged from the discharge port is required to flow to the first switching module 121, it must flow through the fourth heat exchange member 15. The refrigerant may exchange heat in the fourth heat exchange member 15, or may simply flow through the fourth heat exchange member 15 without exchanging heat.

When the vehicle cabin is required to be heated, the air flowing in the air channel where the fourth heat exchange piece 15 is positioned absorbs the heat of the fourth heat exchange piece 15, namely the refrigerant releases heat in the fourth heat exchange piece 15, and the heated air is blown to the vehicle cabin to heat the vehicle cabin. When the heating of the vehicle cabin is not needed, the flow of air in the air duct is stopped, the heat exchange efficiency of the air and the fourth heat exchange member 15 is reduced, and at the moment, the heat loss of the refrigerant in the fourth heat exchange member 15 is negligible, which is equivalent to that the refrigerant only flows through the fourth heat exchange member 15 without heat exchange.

For example, referring to fig. 1 and 7, in some specific application scenarios, the exhaust port communicates with the first end of the fourth heat exchange member 15, the second end of the fourth heat exchange member 15 communicates with the first switching module 121, the first switching module 121 switches to the second end of the fourth heat exchange member 15 communicating with the first end of the first heat exchange member 12 and the suction port communicates with the first end of the second heat exchange member 13, the second end of the first heat exchange member 12 communicates with the first end of the third heat exchange member 14, and the second end of the second heat exchange member 13 switches to communicate with the second end of the third heat exchange member 14, forming a circulation loop of refrigerant. In the circulation loop, the compressor 11 discharges the compressed refrigerant to the fourth heat exchange member 15 through the exhaust port, then the refrigerant flows to the first heat exchange member 12 through the first switching module 121, flows to the third heat exchange member 14 through the first throttling element 123, flows to the second heat exchange member 13 through the second throttling element 131, and returns to the compressor 11 to continue compression, and continues circulating flow. In the process of circulating the refrigerant, the refrigerant releases heat in the first heat exchange member 12 to heat the battery pack, and absorbs heat in the second heat exchange member 13 to cool the storage box.

If the air in the air duct where the fourth heat exchange member 15 is located flows while the refrigerant circulates, the flowing air continuously absorbs the heat of the fourth heat exchange member 15 (i.e., the refrigerant continuously releases heat in the fourth heat exchange member 15), and the heated air is blown to the cabin to heat the cabin. That is, the thermal management system 100 may simultaneously implement cabin heating, battery pack heating, and storage compartment cooling.

If the air in the air duct where the fourth heat exchange member 15 is located does not flow while the refrigerant circulates, that is, the refrigerant passes through the fourth heat exchange member 15 only, that is, the thermal management system 100 only implements both the battery pack heating and the storage box cooling.

In the above technical solution, the refrigerant may flow through the fourth heat exchange member 15 without exchanging heat with the fourth heat exchange member 15, so that the pipes and components that may flow through in the thermal management system 100 are fully utilized, and no pipe is required to be provided to specifically communicate the exhaust port with the first switching module 121, which is beneficial to simplifying the thermal management system 100.

In some embodiments, the thermal management system 100 further includes an air duct heater 151, where the air duct heater 151 and the fourth heat exchange member 15 are disposed in the same air duct, and the fourth heat exchange member 15 is configured to exchange heat with air in the air duct to raise the temperature of the air, and the air after the temperature is raised is blown to the cabin to achieve cabin heating. The air duct heater 151 is also used for heating air in the air duct, and when the fourth heat exchange piece 15 cannot meet the heating effect or the heating speed is low, the air duct heater 151 starts to heat the air in the air duct simultaneously with the fourth heat exchange piece 15, so as to meet the heating requirement or improve the heating speed. It will be appreciated that when it is desired to heat the cabin, a heat source may be provided by at least one of the fourth heat exchange member 15 and the duct heater 151, which is not particularly limited herein. Further, the air duct heater 151 may be a PTC heater, which has a simple structure and reduces costs.

In some embodiments, the first switching module 121 is formed as a three-way valve, and the first switching module 121 includes a first port connected between the fourth heat exchange member 15 and the first heat exchange member 12, a second port connected to a first end of the second heat exchange member 13, and a third port connected to the suction port.

The first switching module 121 may be switched to the first interface to communicate with the second interface, i.e. the second end of the fourth heat exchange member 15 communicates with the first end of the first heat exchange member 12, while the second end of the fourth heat exchange member 15 also communicates with the first end of the second heat exchange member 13, and because both the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13 communicate with the first end of the third heat exchange member 14, a parallel connection of the first heat exchange member 12 and the second heat exchange member 13 is achieved.

The first switching module 121 may also be switched to the second interface to communicate with the third interface, i.e. the second end of the fourth heat exchange member 15 communicates with the first end of the first heat exchange member 12, while the first end of the second heat exchange member 13 communicates with the suction port, and because the second end of the first heat exchange member 12 communicates with the second end of the second heat exchange member 13, a serial connection of the first heat exchange member 12 and the second heat exchange member 13 is achieved.

The first switching module 121 in the above technical solution has a simple structure, reduces the cost of the thermal management system 100, and is beneficial to simplifying the thermal management system 100.

In some embodiments, the thermal management system 100 further includes a second switching module 122, the second switching module 122 is connected to the compressor 11 and the third heat exchange member 14, and the first switching module 121 and the second switching module 122 cooperate to switch to control the thermal management system 100 to be switchable to the first mode or the second mode.

Referring to fig. 1 and 13, in the first mode, the first heat exchange member 12 and the second heat exchange member 13 are connected in parallel, the inlet end (i.e., the first end described above) of the third heat exchange member 14 communicates with the first heat exchange member 12 and the second heat exchange member 13, respectively, and the outlet end (i.e., the second end described above) of the third heat exchange member 14 communicates with the suction port.

That is, in the first mode, the refrigerant discharged from the exhaust port passes through the first heat exchange member 12 and the second heat exchange member 13, releases heat in the first heat exchange member 12 and the second heat exchange member 13, passes through the third heat exchange member 14, and finally flows to the suction port. That is, the thermal management system 100 may heat the battery pack and heat the storage case at the same time in the first mode.

Referring to fig. 1 and 10, in the second mode, the first heat exchange member 12 and the second heat exchange member 13 are connected in parallel, the inlet end of the third heat exchange member 14 communicates with the exhaust port, and the outlet end of the third heat exchange member 14 communicates with the first heat exchange member 12 and the second heat exchange member 13, respectively. The first throttling element 123 and the second throttling element 131 are both two-way electronic expansion valves.

That is, in the second mode, the refrigerant discharged from the discharge port flows to the third heat exchange member 14, passes through the first heat exchange member 12 and the second heat exchange member 13, and absorbs heat in the first heat exchange member 12 and the second heat exchange member 13. That is, the thermal management system 100 may simultaneously cool the battery pack and cool the storage case in the first mode.

In some embodiments, the thermal management system 100 includes a common flow path 113, a first branch flow path 114, and a second branch flow path 115, the common flow path 113 being connected to the fourth heat exchange member 15, the first branch flow path 114 being connected to the common flow path 113 and the first switching module 121, respectively, and the second branch flow path 115 being connected to the common flow path 113 and the third heat exchange member 14, respectively.

The second switching module 122 includes a first control valve 1221 and a second control valve 1222, the first control valve 1221 for opening or closing the first branch flow path 114, and the second control valve 1222 for opening or closing the second branch flow path 115.

Referring to fig. 1 and 13, when the first control valve 1221 is opened, the second control valve 1222 is closed, and the first switching module 121 is switched to the first port to communicate with the second port, the thermal management system 100 is in the first mode, and the refrigerant compressed by the compressor 11 is discharged through the discharge port, flows to the fourth heat exchange member 15, then to the common flow path 113, then to the first switching module 121 through the first branch flow path 114, then to the first heat exchange member 12 and the second heat exchange member 13, then to the third heat exchange member 14, and finally to the suction port.

Referring to fig. 1 and 10, when the first control valve 1221 is closed, the second control valve 1222 is opened, and the first switching module 121 is switched to the first port to communicate with the second port, the thermal management system 100 is in the second mode, and the refrigerant compressed by the compressor 11 flows to the fourth heat exchange member 15 after being discharged through the discharge port, then flows to the common flow path 113, then flows to the third heat exchange member 14 through the second branch flow path 115, then flows to the first heat exchange member 12 and the second heat exchange member 13 through the second check valve 142, and finally flows to the suction port.

The second switching module 122 in the above technical solution is simple in structure, and reduces the cost of the thermal management system 100.

Referring to fig. 1, in some specific embodiments, the second control valve 1222 is configured as an electronic expansion valve so that the thermal management system 100 may only implement cabin heating.

When the second control valve 1222 is opened and the first solenoid valve 144 is opened, the refrigerant compressed by the compressor 11 is discharged through the discharge port and then flows to the fourth heat exchange member 15, then flows to the common flow path 113, then flows to the third heat exchange member 14 after being throttled by the second control valve 1222, and finally flows directly to the suction port through the first solenoid valve 144. In this circulation circuit, the refrigerant absorbs heat in the third heat exchange member 14 and releases heat in the fourth heat exchange member 15 to warm the vehicle cabin.

In some embodiments, the first end of the first heat exchange member 12 is also in communication with the suction port through the second solenoid valve 127, the first end of the second solenoid valve 127 is in communication with the suction port, and the second end of the second solenoid valve 127 is in communication between the first control valve 1221 and the first switching module 121.

When the refrigerant flows from the first control valve 1221 to the first switching module 121, the second solenoid valve 127 is closed, so that the refrigerant is prevented from directly flowing to the suction port through the second solenoid valve 127, and the stability of the operation of the thermal management system 100 is ensured. When the first control valve 1221 is closed, the second solenoid valve 127 may be opened so that the refrigerant discharged from the first end of the first heat exchange member 12 may directly flow to the suction port through the second solenoid valve 127, thereby improving the flow efficiency of the refrigerant.

In some embodiments, the thermal management system 100 further includes an exterior heat exchanger 16 and an interior evaporator 17, the exterior heat exchanger 16 being coupled to the exhaust port, a first end of the interior evaporator 17 being coupled to the exterior heat exchanger 16 via a third throttling element 171, and a second end of the interior evaporator 17 being coupled to the intake port. The evaporator 17 in the vehicle is used for reducing the temperature of the vehicle cabin and realizing the refrigeration of the vehicle cabin.

The discharge port of the compressor 11 may be in communication with the outside heat exchanger 16, and the outside evaporator may be in communication with a first end of the inside evaporator 17 through the third throttling element 171, and a second end of the inside evaporator 17 is in communication with the suction port of the compressor 11 to form a circulation loop. In this circulation circuit, the refrigerant compressed by the compressor 11 is discharged to the outside heat exchanger 16 through the exhaust port, and after the refrigerant releases heat in the outside heat exchanger 16, the refrigerant throttles by the third throttling element 171 and flows to the inside evaporator 17, and the refrigerant absorbs heat in the inside evaporator 17, so that the cooling of the cabin is achieved.

By the above technical solution, the applicable scenarios of the thermal management system 100 are further increased, and the practicability of the thermal management system 100 is improved.

In some embodiments, the in-vehicle evaporator 17 is disposed in parallel with the first solenoid valve 144.

One end of the first electromagnetic valve 144, which is far from the air suction port, is communicated between the second end of the third heat exchange member 14 and the second one-way valve 142, and the first end of the in-vehicle evaporator 17 is also communicated between the second end of the third heat exchange member 14 and the second one-way valve 142.

That is, the refrigerant discharged from the external heat exchanger 16 may flow to the internal evaporator 17 to cool the cabin, may flow to the first heat exchange member 12 through the second check valve 142 to cool the battery pack, and may flow to the second heat exchange member 13 through the second check valve 142 to cool the storage box. And the refrigerant discharged from the second end of the third heat exchange member 14 can also flow to the suction port through the in-vehicle evaporator 17, thereby realizing the refrigeration of the vehicle cabin.

By the above technical solution, the applicable scenes of the thermal management system 100 are increased, and the practicability of the thermal management system 100 is improved.

In some embodiments, a third check valve 143 is further disposed between the second end of the third heat exchange member 14 and the first end of the in-vehicle evaporator 17, where the third check valve 143 is disposed near the third heat exchange member 14, and the third check valve 143 can limit the flow of the refrigerant discharged from the out-of-vehicle heat exchanger 16 to the third heat exchange member 14, so as to ensure the stability of the operation of the thermal management system 100.

A fourth check valve 163 is disposed between the external heat exchanger 16 and the internal evaporator 17, the fourth check valve 163 is disposed near the external heat exchanger 16, and the fourth check valve 163 can limit the flow direction of the refrigerant, so that the refrigerant flows from the external heat exchanger 16 to the internal evaporator 17, preventing the refrigerant from flowing back, and ensuring the stability of the operation of the thermal management system 100.

In some embodiments, a first temperature pressure sensor 125 is disposed between the first end of the first heat exchange member 12 and the suction port, and the first temperature pressure sensor 125 is disposed near the first end of the first heat exchange member 12, so as to detect the temperature pressure of the refrigerant at the first end of the first heat exchange member 12 and transmit a temperature pressure signal to the thermal management system 100, thereby improving the reliability of the use of the thermal management system 100.

A second temperature pressure sensor 132 is disposed between the first end of the second heat exchange member 13 and the suction port, and the second temperature pressure sensor 132 is disposed at a position close to the first end of the second heat exchange member 13, so as to detect the temperature pressure of the refrigerant at the first end of the second heat exchange member 13, and transmit a temperature pressure signal to the thermal management system 100, thereby improving the reliability of the thermal management system 100.

A third temperature and pressure sensor 172 is disposed between the second end of the in-vehicle evaporator 17 and the suction port, and the third temperature and pressure sensor 172 is disposed at a position close to the second end of the in-vehicle evaporator 17, so as to detect the temperature and pressure of the refrigerant at the second end of the in-vehicle evaporator 17 and transmit a temperature and pressure signal to the thermal management system 100, thereby improving the reliability of the thermal management system 100.

In some embodiments, a first adjusting member 126 with adjustable flow is disposed between the first end of the first heat exchange member 12 and the air suction port, and the first adjusting member 126 can adjust the pressure of the flow path where the first heat exchange member 12 is located, so that the pressure of the flow path where the first heat exchange member 12 is located can be kept within a required range, the influence of the pressure of other flow paths on the pressure of the flow path where the first heat exchange member 12 is located is avoided, and the reliability of the use of the first heat exchange member 12 is ensured. The first regulator 126 may be configured as a variable bore throttle valve or as a two-way electronic expansion valve.

In some embodiments, a second adjusting member 133 with adjustable flow is disposed between the first end of the second heat exchange member 13 and the air suction port, and the second adjusting member 133 can adjust the pressure of the flow path where the second heat exchange member 13 is located, so that the pressure of the flow path where the second heat exchange member 13 is located can be kept within a required range, the influence of the pressure of other flow paths on the pressure of the flow path where the second heat exchange member 13 is located is avoided, and the reliability of the use of the second heat exchange member 13 is ensured. The second regulator 133 may be configured as a variable caliber throttle valve or as a two-way electronic expansion valve.

In some embodiments, a third adjusting member 173 with adjustable flow is disposed between the second end of the in-vehicle evaporator 17 and the air suction port, and the third adjusting member 173 can adjust the pressure of the flow path where the in-vehicle evaporator 17 is located, so that the pressure of the flow path where the in-vehicle evaporator 17 is located can be kept within a required range, the influence of the pressure of other flow paths on the pressure of the flow path where the in-vehicle evaporator 17 is located is avoided, and the reliability of the use of the in-vehicle evaporator 17 is ensured. The third regulator 173 may be configured as a variable caliber throttle valve or a two-way electronic expansion valve.

In some embodiments, a third electromagnetic valve 162 is disposed between the external heat exchanger 16 and the exhaust port, one end of the third electromagnetic valve 162 away from the external heat exchanger 16 is connected between the exhaust port and the fourth heat exchange member 15, and one end of the fourth heat exchanger away from the exhaust port is provided with a fourth electromagnetic valve 152.

When the refrigerant discharged from the exhaust port needs to flow to the heat exchanger 16 outside the vehicle, the third solenoid valve 162 is opened and the fourth solenoid valve 152 is closed to prevent the refrigerant from flowing to the fourth heat exchange member 15, so that the refrigerant flows in a desired flow path, and the stability of the operation of the thermal management system 100 is ensured.

When the refrigerant discharged from the exhaust port needs to flow to the fourth heat exchanging member 15, the third solenoid valve 162 is closed and the fourth solenoid valve 152 is opened to prevent the refrigerant from flowing to the outside heat exchanger 16, so that the refrigerant flows in a desired flow path, and the stability of the operation of the thermal management system 100 is ensured.

In some embodiments, the thermal management system 100 further includes a regenerator 18, where the regenerator 18 is provided with a first flow path and a second flow path that exchange heat with each other, and two ends of the first flow path are respectively communicated with the external heat exchanger 16 and the third throttling element 171, and two ends of the second flow path are respectively communicated with the second end of the internal evaporator 17 and the air intake port.

The regenerator 18 is provided with a first interface, a second interface, a third interface, and a fourth interface, one end of the first flow path is communicated with the heat exchanger 16 outside the vehicle through the first interface, the other end of the first flow path is communicated with the third throttling element 171 through the second interface, one end of the second flow path is communicated with the second end of the evaporator 17 inside the vehicle through the third interface, and the other end of the second flow path is communicated with the suction port through the fourth interface.

When the thermal management system 100 operates, the high-temperature and high-pressure refrigerant discharged from the exhaust port may flow into the external heat exchanger 16, and the refrigerant may be condensed or cooled in the external heat exchanger 16 to release heat to the outside of the vehicle, so that the refrigerant may be converted into a medium-temperature and high-pressure state. The refrigerant having released heat may flow from the outside heat exchanger 16 into the first flow path, and the refrigerant flowing into the first flow path may exchange heat with the refrigerant flowing into the second flow path, and may flow along the first flow path to the third throttling element 171, and the third throttling element 171 throttles the refrigerant so that the refrigerant becomes a low-temperature low-pressure state. The low-temperature low-pressure refrigerant may flow into the in-vehicle evaporator 17 and absorb heat, so that the in-vehicle evaporator 17 may cool the cabin. The low-temperature low-pressure refrigerant may further flow into the second flow path, and at this time, the refrigerant in the second flow path may absorb heat of the refrigerant in the first heat exchange flow path and then enter the suction port.

Through the technical scheme, the refrigerant in the first flow path and the refrigerant in the second flow path exchange heat and then enter the in-vehicle evaporator 17, so that the temperature of the refrigerant entering the in-vehicle evaporator 17 is reduced, the refrigerating effect of the in-vehicle evaporator 17 is improved, the refrigerant in the second flow path and the refrigerant in the first flow path exchange heat and then enter the air suction port, the temperature of the refrigerant entering the air suction port is improved, the risk of liquid impact of the compressor 11 is reduced, and the use safety of the thermal management system 100 is improved.

In some further embodiments, regenerator 18 is configured with a gas-liquid separation function so that refrigerant can separate gaseous refrigerant from liquid refrigerant prior to entering the suction, further reducing the risk of liquid refrigerant entering compressor 11, and improving the reliability of use of thermal management system 100.

In some further embodiments, thermal management system 100 further includes a heating element disposed in regenerator 18 to heat the refrigerant passing through the second flow path.

In the above technical solution, the heating member heats the refrigerant, so as to further reduce the risk of liquid impact of the compressor 11.

In some embodiments, the heater is configured as an electrically heated membrane disposed on a surface of the gas outlet of regenerator 18. If the suction superheat of the compressor 11 is lower than 2 ℃, the refrigerant can be heated by the electric heating film, thereby raising the suction superheat and preventing the compressor 11 from liquid impact. In some other embodiments, the risk of compressor 11 slugging may also be reduced by reducing the heat dissipation capacity of thermal management system 100, such as by reducing the speed of first fan 161 to reduce the heat dissipation of the refrigerant at the first heat exchanger.

In some embodiments, the second flow path is further in communication with the first end of the first heat exchange member 12, the first end of the second heat exchange member 13, and the first solenoid valve 144, such that the refrigerant passing through the first heat exchange member 12, the second heat exchange member 13, and the first solenoid valve 144 can flow to the suction port through the regenerator 18, thereby further reducing the risk of liquid impact of the compressor 11.

A specific embodiment of the present application is described below with reference to fig. 1-16.

The thermal management system 100 according to an embodiment of the present invention includes a first heat exchanging member 12, a second heat exchanging member 13, and a first switching module 121, wherein the first heat exchanging member 12 is adapted to exchange heat with a battery pack of the vehicle 1000, the second heat exchanging member 13 is used for adjusting a temperature of a storage compartment, and the first switching module 121 is connected to the first heat exchanging member 12 and the second heat exchanging member 13 such that the first heat exchanging member 12 and the second heat exchanging member 13 are connected in series or in parallel, respectively.

The thermal management system 100 further comprises a third heat exchange member 14, the compressor 11 being adapted to exchange heat with the outside, the compressor 11 having a discharge port and a suction port. The first switching module 121 is respectively connected with the exhaust port, the air suction port, the first end of the first heat exchange piece 12 and the first end of the second heat exchange piece 13, the second end of the first heat exchange piece 12 is connected with the first end of the third heat exchange piece 14, the second end of the second heat exchange piece 13 is communicated with the first end and the second end of the third heat exchange piece 14 in a switching mode, and when the first heat exchange piece 12 and the second heat exchange piece 13 are connected in series, the third heat exchange piece 14 is connected in series between the first heat exchange piece 12 and the second heat exchange piece 13.

The second end of the first heat exchange member 12 is provided with a first throttling element 123 and the second end of the second heat exchange member 13 is provided with a second throttling element 131.

The thermal management system 100 further includes a first check valve 141 and a second check valve 142, the first check valve 141 being disposed between the first end of the third heat exchange member 14 and the first throttling element 123, the first check valve 141 being operable to restrict the flow of refrigerant such that refrigerant discharged from the second end of the first heat exchange member 12 is allowed to flow only to the third heat exchange member. The second check valve 142 is disposed between the second end of the third heat exchange member 14 and the second throttling element 131, and the second check valve 142 can restrict the flow direction of the refrigerant so that the refrigerant discharged from the second end of the third heat exchange member 14 can smoothly flow to the second heat exchanger, preventing the occurrence of the flow of the refrigerant from the second end of the second heat exchange member 13 to the second end of the third heat exchange member 14.

The first pressure sensor 111 and the first temperature sensor 112 are connected in series to the discharge port of the compressor 11, and the first pressure sensor 111 and the first temperature sensor 112 are disposed close to the discharge port. A second temperature sensor 124 is connected in series with the second end of the first heat exchange member 12, and the second temperature sensor 124 is disposed proximate the second end of the first heat exchange member 12.

The third heat exchanging element 14 is adapted to absorb heat of the heat generating component 3, and the heat generating component 3 is a component that generates heat when the vehicle 1000 is in operation.

The third heat exchange member 14 is configured as a plate heat exchanger, the third heat exchange member 14 is provided with a refrigerant flow path and a water-cooled flow path that exchange heat with each other, the third heat exchange member 14 is further provided with a first end and a second end that communicate with the refrigerant flow path, the first end of the third heat exchange member 14 is in switching communication with the second end of the first heat exchange member 12 and the second end of the second heat exchange member 13, and the second end of the third heat exchange member 14 is in communication with the second end of the second heat exchange member 13. The third heat exchange member 14 further includes third and fourth ends in communication with the water cooled flow path.

The thermal management system 100 further comprises a heat exchange module 2, wherein the heat exchange module 2 absorbs heat of the heat generating component 3 through the heat exchange medium flowing circularly, so that the efficiency of absorbing the heat of the heat generating component 3 is improved. The heat exchange medium is water.

The heat exchange module 2 comprises a heat source flow passage 21, a radiator 22 and a reversing component 23, wherein the heat source flow passage 21 passes through the heat generating component 3 to absorb heat generated by the heat generating component 3, a third end of the third heat exchange member 14 is connected with a first end of the heat source flow passage 21, a fourth end of the third heat exchange member 14 is connected with the reversing component 23, the reversing component 23 is also respectively connected with the first end of the radiator 22 and a second end of the heat source flow passage 21, and a second end of the radiator 22 is connected with a second end of the heat source flow passage 21.

The heat exchange module 2 further comprises a first pump body 24, and the first pump body 24 is arranged in series with the heat source flow channel 21 to drive the heat exchange medium to circularly flow.

The reversing assembly 23 is also in communication with a first end of the heat source flow path 21.

The thermal management system 100 further includes a first fan 161, the radiator 22 is disposed outside the vehicle, the first fan 161 is disposed opposite to the radiator 22, and the first fan 161 is configured to blow air to the radiator 22, so that the heat exchange medium flowing through the radiator 22 can radiate heat to the outside of the vehicle. While the first fan 161 may also be used for heat dissipation of the off-vehicle heat exchanger 16.

The heat exchange module 2 further includes a third temperature sensor 25, where the third temperature sensor 25 is disposed at the first end of the heat source runner 21 for detecting the temperature of the heat exchange medium after heat exchange with the heat generating component 3.

The reversing assembly 23 includes a first opening in communication with the fourth end of the third heat exchange member 14, a second opening in communication with the first end of the heat source flow path 21, a third opening in communication with the first end of the heat sink 22, and a fourth opening in communication with the second end of the heat source flow path 21.

The heat exchange module 2 is further provided with a water replenishment tank 26, the water replenishment tank 26 is communicated with the second end of the radiator 22 and the heat source flow passage 21 through an exhaust pipe, and the water replenishment tank 26 is communicated with the water cooling flow passage through a water replenishment pipe.

The thermal management system 100 further includes a fourth heat exchange member 15 for adjusting the temperature of the cabin, and both ends of the fourth heat exchange member 15 are connected to the exhaust port and the first switching module 121, respectively. That is, the fourth heat exchanging element 15 is connected in series between the exhaust port and the first switching module 121.

The thermal management system 100 further includes an air duct heater 151, where the air duct heater 151 and the fourth heat exchange member 15 are disposed in the same air duct.

The first switching module 121 is formed as a three-way valve, and the first switching module 121 includes a first port connected between the fourth heat exchanging member 15 and the first heat exchanging member 12, a second port connected to a first end of the second heat exchanging member 13, and a third port connected to the suction port.

The thermal management system 100 further includes a second switching module 122, where the second switching module 122 is connected to the compressor 11 and the third heat exchange member 14, and the first switching module 121 and the second switching module 122 cooperate to switch to control the thermal management system 100 to be switchable to the first mode or the second mode.

The thermal management system 100 includes a common flow path 113, a first branch flow path 114, and a second branch flow path 115, the common flow path 113 being connected to the fourth heat exchange member 15, the first branch flow path 114 being connected to the common flow path 113 and the first switching module 121, respectively, and the second branch flow path 115 being connected to the common flow path 113 and the third heat exchange member 14, respectively.

The second control valve 1222 is configured as an electronic expansion valve.

The first end of the first heat exchange member 12 is also communicated with the air suction port through the second electromagnetic valve 127, the first end of the second electromagnetic valve 127 is communicated with the air suction port, and the second end is communicated between the first control valve 1221 and the first switching module 121.

The thermal management system 100 further includes an exterior heat exchanger 16 and an interior evaporator 17, the exterior heat exchanger 16 being connected to the exhaust port, a first end of the interior evaporator 17 being connected to the exterior heat exchanger 16 through a third throttling element 171, and a second end of the interior evaporator 17 being connected to the intake port. The evaporator 17 in the vehicle is used for reducing the temperature of the vehicle cabin and realizing the refrigeration of the vehicle cabin.

The in-vehicle evaporator 17 is disposed in parallel with the first solenoid valve 144.

A third check valve 143 is further disposed between the second end of the third heat exchange member 14 and the first end of the in-vehicle evaporator 17, the third check valve 143 is disposed close to the third heat exchange member 14, the third check valve 143 can limit the refrigerant discharged from the out-of-vehicle heat exchanger 16 to flow to the third heat exchange member 14, a fourth check valve 163 is disposed between the out-of-vehicle heat exchanger 16 and the in-vehicle evaporator 17, the fourth check valve 163 is disposed close to the out-of-vehicle heat exchanger 16, and the fourth check valve 163 can limit the flow direction of the refrigerant, so that the refrigerant flows from the out-of-vehicle heat exchanger 16 to the in-vehicle evaporator 17, and the refrigerant is prevented from flowing back.

A first temperature and pressure sensor 125 is disposed between the first end of the first heat exchange member 12 and the suction port, and the first temperature and pressure sensor 125 is disposed near the first end of the first heat exchange member 12 so as to detect the temperature and pressure of the refrigerant at the first end of the first heat exchange member 12 and transmit a temperature and pressure signal to the thermal management system 100.

A second temperature and pressure sensor 132 is disposed between the first end of the second heat exchanging member 13 and the suction port, and the second temperature and pressure sensor 132 is disposed at a position close to the first end of the second heat exchanging member 13 so as to detect the temperature and pressure of the refrigerant at the first end of the second heat exchanging member 13 and transmit a temperature and pressure signal to the thermal management system 100.

A third temperature and pressure sensor 172 is provided between the second end of the in-vehicle evaporator 17 and the suction port, and the third temperature and pressure sensor 172 is provided near the second end of the in-vehicle evaporator 17 so as to detect the temperature and pressure of the refrigerant at the second end of the in-vehicle evaporator 17 and transmit a temperature and pressure signal to the thermal management system 100.

A first adjusting piece 126 with adjustable flow is arranged between the first end of the first heat exchange piece 12 and the air suction port, the first adjusting piece 126 can adjust the pressure of a flow path where the first heat exchange piece 12 is located, a second adjusting piece 133 with adjustable flow is arranged between the first end of the second heat exchange piece 13 and the air suction port, the second adjusting piece 133 can adjust the pressure of the flow path where the second heat exchange piece 13 is located, a third adjusting piece 173 with adjustable flow is arranged between the second end of the in-vehicle evaporator 17 and the air suction port, and the third adjusting piece 173 can adjust the pressure of the flow path where the in-vehicle evaporator 17 is located.

A third electromagnetic valve 162 is arranged between the vehicle exterior heat exchanger 16 and the exhaust port, one end of the third electromagnetic valve 162, which is far away from the vehicle exterior heat exchanger 16, is connected between the exhaust port and the fourth heat exchange piece 15, and a fourth electromagnetic valve 152 is arranged at one end of the fourth heat exchanger, which is far away from the exhaust port.

The thermal management system 100 further includes a regenerator 18, the regenerator 18 being provided with a first flow path and a second flow path that exchange heat with each other, both ends of the first flow path being respectively communicated with the outside heat exchanger 16 and the third throttling element 171, and both ends of the second flow path being respectively communicated with the second end of the inside evaporator 17 and the suction port.

Regenerator 18 is configured to have a gas-liquid separation function.

The thermal management system 100 also includes a heating element disposed in the regenerator 18 to heat the refrigerant passing through the second flow path. The heater is configured as an electrically heated membrane disposed on the surface of the gas outlet of regenerator 18.

The second flow path is also in communication with the first end of the first heat exchange member 12, the first end of the second heat exchange member 13, and the first solenoid valve 144, such that the refrigerant passing through the first heat exchange member 12, the second heat exchange member 13, and the first solenoid valve 144 can flow through the regenerator 18 to the suction port.

The thermal management system 100 in the embodiment of the present invention can meet the refrigeration requirements of the storage box under various working conditions, and is described below with respect to specific operation modes under various working conditions. In the following description, the components through which the refrigerant flows are in an open state, and the remaining components are in a closed state.

Referring to fig. 1 and 2, in the first working condition, only the storage box is cooled, under the working condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16, the refrigerant after heat exchange with the external heat exchanger 16 flows to the first flow path of the regenerator 18, then flows to the second heat exchange member 13 after being throttled by the second throttling element 131, so that the storage box is cooled, and the refrigerant after heat exchange with the second heat exchange member 13 returns to the compressor 11 to continue compression after passing through the second flow path of the regenerator 18, and continues to circulate.

Referring to fig. 1 and 3, in the second working condition, the vehicle cabin is cooled while the storage box is cooled, under the working condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16, the refrigerant which exchanges heat with the external heat exchanger 16 flows to the first flow path of the regenerator 18, the refrigerant is split into two parts after being discharged from the first flow path, one part of the refrigerant flows to the second heat exchange member 13 after being throttled by the second throttling element 131, the storage box is cooled, the other part of the refrigerant flows to the internal evaporator 17 after being throttled by the third throttling element 171, the vehicle cabin is cooled, and the two parts of the refrigerant are converged in the second flow path of the regenerator 18 and then return to the compressor 11 to be compressed continuously, and the two parts of the refrigerant flow circularly continuously.

Referring to fig. 1 and 4, in the third working condition, the battery pack is cooled while the storage box is cooled, under the working condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16, the refrigerant which exchanges heat with the external heat exchanger 16 flows to the first flow path of the regenerator 18, the refrigerant is split into two parts after being discharged from the first flow path, one part of the refrigerant flows to the second heat exchange member 13 after being throttled by the second throttling element 131, the storage box is cooled, the other part of the refrigerant flows to the first heat exchange member 12 after being throttled by the first throttling element 123, the battery pack is cooled, and the two parts of the refrigerant return to the compressor 11 after being converged in the second flow path of the regenerator 18, and continue to be compressed, and the two parts of the refrigerant continue to circulate.

Referring to fig. 1 and 5, in the fourth working condition, the cabin cooling, the battery pack cooling and the storage box cooling are performed simultaneously, under the working condition, the compressor 11 drives the refrigerant to flow to the external heat exchanger 16, the refrigerant after heat exchange with the external heat exchanger 16 flows to the first flow path of the regenerator 18, the refrigerant is discharged from the first flow path and is split into three parts, the first part flows to the second heat exchange member 13 after being throttled by the second throttling element 131, the storage box cooling is realized, the second part flows to the first heat exchange member 12 after being throttled by the first throttling element 123, the battery pack cooling is realized, the third part flows to the internal evaporator 17 after being throttled by the third throttling element 171, the cabin cooling is realized, and the three parts of the refrigerant return to the compressor 11 after being converged in the second flow path of the regenerator 18 are continuously compressed, and the circulating flow is continuously realized.

Referring to fig. 1 and 6, under a fifth working condition, the cabin is heated and the storage box is refrigerated, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, air in an air duct where the fourth heat exchange member 15 is located flows, heating of the cabin is achieved, the refrigerant after heat exchange with the fourth heat exchange member 15 flows to the third heat exchange member 14 through the second branch flow path 115, then flows to the second heat exchange member 13 after being throttled by the second throttling element 131, refrigerating of the storage box is achieved, and the refrigerant after heat exchange with the second heat exchange member 13 returns to the compressor 11 to be compressed continuously after passing through the second flow path of the regenerator 18, and circulation flow is continued.

Referring to fig. 1 and 7, in a sixth working condition, the battery pack is heated and the storage box is cooled, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, and air in an air channel where the fourth heat exchange member 15 is located does not flow, namely, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 flows to the first heat exchange member 12 through the first branch flow path 114 to heat the battery pack, flows to the third heat exchange member 14, flows to the second heat exchange member 13 after being throttled by the second throttling element 131, realizes the refrigeration of the storage box, and the refrigerant after exchanging heat with the second heat exchange member 13 returns to the compressor 11 to be compressed continuously after passing through the second flow path of the regenerator 18 to circulate continuously.

And in the seventh working condition, heating of the vehicle cabin, heating of the battery pack and refrigerating of the storage box are simultaneously carried out, and the flowing mode of the refrigerant in the seventh working condition is the same as that of the sixth working condition, wherein the difference is that the air in the air channel where the fourth heat exchange piece 15 is positioned in the seventh working condition flows, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin, heating of the battery pack and refrigerating of the storage box are simultaneously carried out.

In some working conditions, the thermal management system 100 may perform cabin heating and cabin cooling simultaneously to achieve heating and dehumidification, that is, the heating inside the cabin is achieved through the high-temperature refrigerant passing through the fourth heat exchange member 15, and the dehumidification of the cabin is achieved through the low-temperature refrigerant passing through the in-vehicle evaporator 17. For example, under the eighth working condition, the heating of the vehicle cabin, the refrigerating of the vehicle cabin and the refrigerating of the storage box can be simultaneously carried out.

Referring to fig. 1 and 8, in the eighth working condition, heating of the cabin, cooling of the cabin and cooling of the storage box are performed simultaneously, under the working condition, the compressor 11 drives the refrigerant to flow to the compressor 11 to drive the refrigerant to flow to the fourth heat exchange member 15, air in an air duct where the fourth heat exchange member 15 is located flows to achieve heating of the cabin, the refrigerant after heat exchange with the fourth heat exchange member 15 flows to the third heat exchange member 14 through the second branch flow path 115, the refrigerant is discharged from the third heat exchange member 14 and is split into two parts, one part of the refrigerant flows to the second heat exchange member 13 after being throttled by the second throttling element 131 to achieve cooling of the storage box, the other part of the refrigerant flows to the evaporator 17 in the vehicle after being throttled by the third throttling element 171 to achieve cooling of the cabin, and the two parts of the refrigerant returns to the compressor 11 after merging in the second flow path of the regenerator 18 to continue compression, and the circulation flow is continued.

Referring to fig. 1 and 9, in the ninth working condition, battery pack heating, cabin cooling and storage box cooling are performed simultaneously, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, air in an air channel where the fourth heat exchange member 15 is located does not flow, namely, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 flows to the first heat exchange member 12 through the first branch flow path 114 to heat the battery pack, then flows to the third heat exchange member 14, the refrigerant is discharged from the third heat exchange member 14 and is split into two parts, one part is throttled by the second throttling element 131 and then flows to the second heat exchange member 13 to realize storage box cooling, the other part is throttled by the third throttling element 171 and then flows to the in-vehicle evaporator 17 to realize cabin cooling, and the two parts of the refrigerant are converged in the second flow path of the regenerator 18 and then returned to the compressor 11 to continue compression and continuously circulate.

And in the tenth working condition, the heating of the vehicle cabin, the heating of the battery pack, the cooling of the vehicle cabin and the cooling of the storage box are simultaneously carried out, and the flowing mode of the refrigerant in the tenth working condition is the same as that of the ninth working condition, wherein the difference is that the air in the air channel where the fourth heat exchange piece 15 is positioned flows in the tenth working condition, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that the heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin, the heating of the battery pack, the cooling of the vehicle cabin and the cooling of the storage box are simultaneously carried out.

Referring to fig. 1 and 10, in an eleventh working condition, heating of a vehicle cabin, cooling of a battery pack and cooling of a storage box are simultaneously performed, under the working condition, a compressor 11 drives a refrigerant to flow to a fourth heat exchange member 15, air in an air duct where the fourth heat exchange member 15 is located flows to achieve heating of the vehicle cabin, the refrigerant after heat exchange with the fourth heat exchange member 15 flows to a third heat exchange member 14 through a second branch flow path 115, the refrigerant is discharged from the third heat exchange member 14 and is split into two parts, one part of the refrigerant is throttled by a second throttling element 131 and flows to the second heat exchange member 13 to achieve cooling of the storage box, the other part of the refrigerant flows to the first heat exchange member 12 after being throttled by a first throttling element 123 to achieve cooling of the battery pack, and the two parts of the refrigerant return to the compressor 11 after merging in a second flow path of a regenerator 18 to continue compression and continue circulating.

Referring to fig. 1 and 11, in a twelfth working condition, heating of the vehicle cabin, cooling of the battery pack and cooling of the storage box are simultaneously performed, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, air in an air duct where the fourth heat exchange member 15 is located flows, heating of the vehicle cabin is achieved, the refrigerant after heat exchange with the fourth heat exchange member 15 flows to the third heat exchange member 14 through the second branch flow path 115, the refrigerant is discharged from the third heat exchange member 14 and is split into three parts, the first part flows to the second heat exchange member 13 after being throttled by the second throttling element 131, cooling of the storage box is achieved, the second part flows to the first heat exchange member 12 after being throttled by the first throttling element 123, cooling of the battery pack is achieved, the third part flows to the in-vehicle evaporator 17 after being throttled by the third throttling element 171, cooling of the vehicle cabin is achieved, and the three parts of the refrigerant returns to the compressor 11 after being converged in the second flow path of the regenerator 18 and continues to be compressed, and circulation is continued.

Referring to fig. 1 and 12, in the thirteenth working condition, only the storage box heats, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, and air in the air channel where the fourth heat exchange member 15 is located does not flow, namely, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 flows to the second heat exchange member 13 through the first branch flow path 114, so that the heating of the storage box is realized, then flows to the third heat exchange member 14 through the second throttling element 131, finally returns to the compressor 11 through the first electromagnetic valve 144 to continue compressing, and continues circulating flow.

And in the fourteenth working condition, the heating of the vehicle cabin is performed while the storage box is heated, and the flowing mode of the refrigerant in the fourteenth working condition is the same as that of the thirteenth working condition, wherein the difference is that the air in the air channel where the fourth heat exchange piece 15 is positioned flows in the fourteenth working condition, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that the heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin is realized while the storage box is heated.

Referring to fig. 1 and 13, in the fifteenth working condition, the battery pack is heated while the storage box is heated, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, and air in an air channel where the fourth heat exchange member 15 is located does not flow, namely, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 is split into two parts after passing through the first branch flow path 114, one part flows to the second heat exchange member 13 to heat the storage box, the other part flows to the first heat exchange member 12 to heat the battery pack, and after the third heat exchange member 14 is combined, the two parts of the refrigerant return to the compressor 11 through the first electromagnetic valve 144 to continue compressing and continue circulating.

The sixteenth working condition is that heating of the vehicle cabin, heating of the battery pack and heating of the storage box are carried out simultaneously, and the flowing mode of the refrigerant in the sixteenth working condition is the same as that of the fifteenth working condition, wherein the difference is that the air in the air channel where the fourth heat exchange piece 15 is positioned flows in the sixteenth working condition, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin, heating of the battery pack and heating of the storage box are carried out simultaneously.

Referring to fig. 1 and 14, in a seventeenth working condition, the vehicle cabin is cooled and the storage box is heated, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, and air in an air channel where the fourth heat exchange member 15 is located does not flow, namely, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 flows to the second heat exchange member 13 through the first branch flow path 114, so that the storage box is heated, then flows to the third heat exchange member 14 through the second throttling element 131, then flows to the evaporator 17 in the vehicle cabin through the third throttling element 171, so that the vehicle cabin is cooled, and then returns to the compressor 11 through the second flow path of the regenerator 18 to continue compression, and the circulation flow is continued.

The eighteenth working condition is that heating of the vehicle cabin, refrigerating of the vehicle cabin and heating of the storage box are carried out simultaneously, and the flowing mode of the refrigerant in the eighteenth working condition is the same as that of the seventeenth working condition, wherein the difference is that the air in the air channel where the fourth heat exchange piece 15 is positioned flows in the eighteenth working condition, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin, refrigerating of the vehicle cabin and heating of the storage box are carried out simultaneously.

Referring to fig. 1 and 15, in the nineteenth working condition, the battery pack heating, the cabin cooling and the storage box heating are performed simultaneously, under the working condition, the compressor 11 drives the refrigerant to flow to the fourth heat exchange member 15, and air in an air channel where the fourth heat exchange member 15 is located does not flow, that is, the refrigerant does not exchange heat with the fourth heat exchange member 15, the refrigerant discharged by the fourth heat exchange member 15 is split into two parts after passing through the first branch flow path 114, one part of the refrigerant flows to the second heat exchange member 13 to realize the heating of the storage box, the other part of the refrigerant flows to the first heat exchange member 12 to realize the heating of the battery pack, the two parts of the refrigerant are converged in the third heat exchange member 14, then flow to the evaporator 17 in the vehicle through the third throttling element 171 to realize the cooling of the cabin, and then returns to the compressor 11 through the second flow path of the regenerator 18 to continue compressing and continue circulating flow.

The twentieth working condition is that heating of the vehicle cabin, heating of the battery pack, refrigerating of the vehicle cabin and heating of the storage box are carried out simultaneously, the flowing mode of the refrigerant in the twentieth working condition is the same as that of the nineteenth working condition, and the difference is that the air in the air channel where the fourth heat exchange piece 15 is located flows in the twentieth working condition, and the refrigerant exchanges heat with the fourth heat exchange piece 15, so that heating of the vehicle cabin is realized, namely, the heating of the vehicle cabin, the heating of the battery pack, the refrigerating of the vehicle cabin and the heating of the storage box are carried out simultaneously.

Referring to fig. 1 and 16, a vehicle 1000 according to the present invention includes a body 200 and a thermal management system 100, the body 200 being provided with a battery pack and a storage compartment. The thermal management system 100 is the thermal management system 100 in the above-mentioned aspect, wherein the first heat exchange member 12 exchanges heat with the battery pack, and the second heat exchange member 13 exchanges heat with the storage box.

According to the vehicle 1000 of the invention, by arranging the first switching module 121, the connection mode of the first heat exchange member 12 and the second heat exchange member 13 can be switched between series connection and parallel connection, so that the flow mode of the refrigerant in the thermal management system 100 is effectively increased, different flow modes can be selected by the vehicle 1000 according to different use situations, and the practicability of the thermal management system 100 is improved.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the invention as defined by the appended claims and their equivalents.

Claims

1. A thermal management system (100), characterized by comprising:

a first heat exchange element (12), the first heat exchange element (12) being suitable for heat exchange with a battery pack of a vehicle (1000);

A second heat exchange element (13), the second heat exchange element (13) being used to adjust the temperature of the storage box;

A first switching module (121), wherein the first switching module (121) is respectively connected to the first heat exchange element (12) and the second heat exchange element (13) so that the first heat exchange element (12) and the second heat exchange element (13) are connected in series or in parallel.

2. The thermal management system (100) according to claim 1, characterized in that it further comprises a compressor (11) and a third heat exchange element (14) suitable for exchanging heat with the outside, wherein the compressor (11) has an exhaust port and an intake port;

The first switching module (121) is respectively connected to the exhaust port, the intake port, the first end of the first heat exchange element (12) and the first end of the second heat exchange element (13);

The second end of the first heat exchange element (12) is connected to the first end of the third heat exchange element (14);

The second end of the second heat exchange element (13) is switchedly connected with the first end and the second end of the third heat exchange element (14);

When the first heat exchange element (12) and the second heat exchange element (13) are connected in series, the third heat exchange element (14) is connected in series between the first heat exchange element (12) and the second heat exchange element (13).

3. The thermal management system (100) according to claim 2 is characterized in that it also includes a fourth heat exchange component (15) for adjusting the cabin temperature, and two ends of the fourth heat exchange component (15) are respectively connected to the exhaust port and the first switching module (121).

4. The thermal management system (100) according to claim 3, characterized in that it further comprises a second switching module (122), wherein the second switching module (122) is connected to the compressor (11) and the third heat exchange element (14) respectively, and the first switching module (121) and the second switching module (122) cooperate to switch to control the thermal management system (100) to switch to the first mode or the second mode;

In the first mode, the first heat exchange element (12) and the second heat exchange element (13) are connected in parallel, the inlet end of the third heat exchange element (14) is connected to the first heat exchange element (12) and the second heat exchange element (13) respectively, and the outlet end of the third heat exchange element (14) is connected to the air intake port;

In the second mode, the first heat exchange element (12) and the second heat exchange element (13) are connected in parallel, the inlet end of the third heat exchange element (14) is connected to the exhaust port, and the outlet end of the third heat exchange element (14) is connected to the first heat exchange element (12) and the second heat exchange element (13) respectively.

5. The thermal management system (100) according to claim 4, characterized in that it further comprises a common flow path (113), a first branch flow path (114) and a second branch flow path (115), wherein the common flow path (113) is connected to the fourth heat exchange element (15), the first branch flow path (114) is respectively connected to the common flow path (113) and the first switching module (121), and the second branch flow path (115) is respectively connected to the common flow path (113) and the third heat exchange element (14);

The second switching module (122) comprises a first control valve (1221) and a second control valve (1222), wherein the first control valve (1221) is used to open or close the first branch flow path (114), and the second control valve (1222) is used to open or close the second branch flow path (115).

6. The thermal management system (100) according to claim 3 is characterized in that the first switching module (121) is formed as a three-way valve, and the first switching module (121) includes a first interface, a second interface and a third interface, the first interface is connected between the fourth heat exchange element (15) and the first heat exchange element (12), the second interface is connected to the first end of the second heat exchange element (13), and the third interface is connected to the air intake port.

7. The thermal management system (100) according to any one of claims 1 to 6 is characterized in that it also includes a compressor (11), an outdoor heat exchanger (16) and an indoor evaporator (17), the compressor (11) having an exhaust port and an air intake port, the outdoor heat exchanger (16) being connected to the exhaust port, the first end of the indoor evaporator (17) being connected to the outdoor heat exchanger (16) via a third throttling element (171), and the second end of the indoor evaporator (17) being connected to the air intake port.

8. The thermal management system (100) according to claim 7 is characterized in that it also includes a heat regenerator (18), the heat regenerator (18) being provided with a first flow path and a second flow path for mutual heat exchange, the two ends of the first flow path being respectively connected to the external heat exchanger (16) and the third throttling element (171), and the two ends of the second flow path being respectively connected to the second end of the internal evaporator (17) and the air intake port.

9. The thermal management system (100) according to claim 8, characterized in that the regenerator (18) is configured to have a gas-liquid separation function.

10. The thermal management system (100) according to claim 7, characterized in that a third regulating member (173) with adjustable flow rate is connected in series between the second end of the in-vehicle evaporator (17) and the air intake port.

11. A vehicle (1000), characterized by comprising:

A vehicle body (200), wherein the vehicle body (200) is provided with a battery pack and a storage box;

A thermal management system (100), wherein the thermal management system (100) is a thermal management system (100) according to any one of claims 1 to 10, wherein the first heat exchange component (12) exchanges heat with the battery pack, and the second heat exchange component (13) exchanges heat with the storage box.