CN221585058U

CN221585058U - Thermal management system and vehicle

Info

Publication number: CN221585058U
Application number: CN202322981991.3U
Authority: CN
Inventors: 李宗军; 张鑫; 徐家贵
Original assignee: Jidu Technology Wuhan Co ltd
Current assignee: Jidu Technology Wuhan Co ltd
Priority date: 2023-11-03
Filing date: 2023-11-03
Publication date: 2024-08-23
Anticipated expiration: 2033-11-03

Abstract

The utility model relates to the technical field of vehicles and discloses a thermal management system and a vehicle, wherein the system comprises a refrigerant loop and a cooling loop, the refrigerant loop comprises a gas-liquid separator, a compressor, an internal condenser, an external heat exchanger and a first heat exchanger which are connected in parallel, the cooling loop comprises the first heat exchanger, a radiator and a heating component, the first heat exchanger comprises two channels, the refrigerant loop also comprises a plurality of control valves, the plurality of control valves are respectively used for cutting off or communicating a refrigerant branch where the first heat exchanger is positioned, so that the thermal management system is switched between different working modes.

Description

Thermal management system and vehicle

Technical Field

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

Background

With the increasing popularity of electric vehicles, the requirements on the refrigerating and heating functions of the electric vehicles are also becoming more stringent. In addition to meeting the requirements of heating and refrigerating the passenger cabin and the power assembly, the thermal management system of the electric automobile is required to realize the functions of refrigerating and heating the battery pack.

In the prior art, a thermal management system generally includes a refrigerant pipeline composed of a compressor, an evaporator, a condenser, an external heat exchanger and the like, and the condenser is used for liquefying and releasing heat to the gaseous refrigerant output by the compressor to generate heat, or the evaporator is used for evaporating and absorbing heat to the liquid refrigerant output by the compressor to absorb heat for cooling.

Because the external heat exchanger during operation exchanges heat with air in the external environment, when external temperature is lower, the current heat management system heating capacity can not satisfy the user demand, can adopt electric heater or adopt the triangle circulation of compressor to heat, leads to the heat management system energy efficiency lower, influences vehicle range.

Disclosure of utility model

In view of the above, the present utility model provides a thermal management system and a vehicle to solve the problem of low energy efficiency of the thermal management system in the prior art.

In a first aspect, the present utility model provides a thermal management system, including a refrigerant circuit and a cooling circuit, where the refrigerant circuit includes a gas-liquid separator, a compressor, an internal condenser, and an external heat exchanger and a first heat exchanger connected in parallel, and the cooling circuit includes a first heat exchanger, a radiator, and a heat generating component, where the first heat exchanger includes two channels, one of which is disposed in the refrigerant circuit, and the other of which is disposed in the cooling circuit, the first heat exchanger is used for conducting heat between the refrigerant circuit and the cooling circuit, the radiator is used for conducting heat between cooling liquid and air in the cooling circuit, and the refrigerant circuit further includes a plurality of control valves, where the plurality of control valves are respectively used for cutting off or communicating refrigerant branches where the control valves are located, so that the thermal management system switches between different operation modes.

The beneficial effects are that: the first heat exchanger and the external heat exchanger are connected in parallel, and the plurality of control valves in the refrigerant loop are controlled, so that the heat management system can be switched between different working modes, and the refrigerating or heating requirements under different scenes are met. In a refrigeration scene, the first heat exchanger and the external heat exchanger can be utilized to dissipate heat simultaneously, so that the refrigeration capacity of the heat management system is improved; in addition, under the heating scene, not only can the heat in the ambient air be absorbed through the external heat exchanger, but also the heat generated by the heating component can be recycled from the cooling loop through the first heat exchanger, so that the heat can be absorbed from the air, the heat generated by the heating component can be recycled, the simultaneous heat supply of multiple heat sources is realized, the heat utilization of a more efficient management whole system is realized, the energy is saved, and the cruising ability of a vehicle is improved.

In an alternative embodiment, the plurality of control valves includes a first valve and a second valve, the refrigerant circuit further includes a second heat exchanger and an evaporator connected in parallel, the first valve is disposed on an inlet side of the evaporator, the second valve is disposed on an inlet side of the second heat exchanger, the second heat exchanger includes a refrigerant channel and a cooling channel, the refrigerant channel is disposed in the refrigerant circuit, the cooling channel is disposed in the cooling circuit, and the second heat exchanger is configured to conduct heat between the refrigerant circuit and the cooling circuit.

The beneficial effects are that: the second heat exchanger and the evaporator are arranged in the refrigerant loop in parallel, and the first valve and the second valve in the refrigerant loop are controlled, so that the thermal management system can be switched between different working modes, and the refrigerating or heating requirements under different scenes are met. In a refrigeration scene, the first heat exchanger, the second heat exchanger and the external heat exchanger can be utilized to dissipate heat simultaneously, so that the refrigeration capacity of the thermal management system is improved; in addition, under the heating scene, not only can the heat in the ambient air be absorbed through external heat exchanger, but also the heat that the heating component produced can be recycled from the cooling loop through first heat exchanger and second heat exchanger, not only can the heat be absorbed from the air, but also the heat that the heating component produced can be recycled, the simultaneous heat supply of multiple heat sources is realized, and the heat use of the whole system is managed more efficiently.

In an alternative embodiment, the heating component comprises a battery, under the condition of super-charge or fast-charge, the second valve is controlled to be opened, high-temperature refrigerant discharged by the compressor flows into the external heat exchanger and the first heat exchanger which are connected in parallel to dissipate heat, and the low-temperature refrigerant after heat dissipation flows through the second heat exchanger to cool the battery; or under the scene of super-charge or fast-charge, the first valve and the second valve are controlled to be opened, the refrigerant discharged by the compressor flows into the external heat exchanger and the first heat exchanger which are connected in parallel to dissipate heat, the low-temperature refrigerant after heat dissipation is divided into two paths, one path flows through the second heat exchanger to cool the battery, and the other path flows through the evaporator to refrigerate the passenger cabin.

The beneficial effects are that: under the scene of overcharging or fast charging, the external heat exchanger and the first heat exchanger which are connected in parallel are used for radiating simultaneously, so that the cooling of the battery in the charging process can be quickened, the battery can be cooled under the scene of overcharging or fast charging, the evaporator can also refrigerate the passenger cabin, and the temperature in the passenger cabin is reduced.

In an alternative embodiment, the heat generating component comprises a battery and a motor, and the cooling circuit further comprises at least one multi-way valve and a second heat exchanger, the at least one multi-way valve being used to switch the operation modes of the cooling circuit such that the battery and the motor are connected in series in the same cooling circuit or such that the battery and the motor are located in a battery cooling circuit and a motor cooling circuit, respectively, that operate independently of each other.

The beneficial effects are that: the multi-way valve is controlled to switch the working modes of the cooling circuit, so that the battery and the motor are connected in series in the same cooling circuit, or the battery and the motor are respectively positioned in the battery cooling circuit and the motor cooling circuit which are operated independently of each other, flexible management of the thermal management system is facilitated, and a proper working mode can be adopted according to specific working conditions.

In an alternative embodiment, the at least one multi-way valve comprises a first four-way valve and a second four-way valve, wherein the cooling interfaces at two ends of the battery are respectively connected with the first four-way valve and the second four-way valve, the interfaces at two ends of the cooling channel of the second heat exchanger are respectively connected with the first four-way valve and the second four-way valve, one end of the first heat exchanger is connected with the first four-way valve, the other end of the first heat exchanger is connected with the second four-way valve through a motor, and two ends of the radiator are respectively connected with the first four-way valve and the second four-way valve.

The beneficial effects are that: through setting up first cross valve and second cross valve, can control motor and battery and be located the same or different cooling circuit, be favorable to the nimble management of thermal management system like this, can adopt suitable mode according to specific operating mode to the heat of the whole system of management that can be more efficient is used.

In an alternative embodiment, under the condition of super-charge or fast-charge, the first four-way valve and the second four-way valve are controlled, so that the cooling loop is divided into a battery cooling loop and a motor cooling loop which are independent of each other, the battery cooling loop comprises a battery and a second heat exchanger, the refrigerant loop absorbs heat from the battery cooling loop through the second heat exchanger to cool the battery, the motor cooling loop comprises a first heat exchanger, a radiator and a motor, the refrigerant loop radiates heat through the external heat exchanger and the first heat exchanger which are connected in parallel, the external heat exchanger radiates heat to the air, the first heat exchanger conducts heat to the motor cooling loop, and the heat is radiated to the air through the radiator in the motor cooling loop.

The beneficial effects are that: under the scene of super-charge or fast-charge, the refrigerant loop absorbs heat generated by charging the battery through the second heat exchanger, and then the heat absorbed in the refrigerant loop can be radiated simultaneously through the external heat exchanger and the first heat exchanger which are connected in parallel, so that the radiating efficiency is improved.

In an alternative embodiment, the plurality of control valves further includes a third valve and a fourth valve, the third valve is disposed on a refrigerant branch path between an outlet of the compressor and an inlet of the internal condenser, the fourth valve is disposed on a refrigerant branch path between a parallel branch path of the external heat exchanger and the first heat exchanger and an outlet of the compressor, the third valve is opened in a heating scene, the fourth valve is closed, refrigerant output by the compressor enters the internal condenser through the third valve to release heat, and then is split into two paths, one path enters the gas-liquid separator through the second heat exchanger, and the other path enters the gas-liquid separator through the external heat exchanger and the first heat exchanger which are connected in parallel.

The beneficial effects are that: through controlling third valve and fourth valve, under the heating scene, not only can absorb the heat in the ambient air through external heat exchanger, can also follow the heat that the cooling circuit recycle heating element such as battery and/or motor produced through the second heat exchanger, realized that many heat sources supply heat simultaneously, realized the heat use of the whole system of more efficient management to the energy has been practiced thrift, the duration of vehicle has been improved.

In an alternative embodiment, the refrigerant circuit further includes a pressure sensor disposed at an inlet side of the compressor, the refrigerant circuit further includes a bypass branch for connecting an outlet of the compressor and an inlet of the refrigerant passage of the second heat exchanger, and the plurality of control valves further includes a fifth valve disposed at the bypass branch, and when the pressure sensor detects that the compressor inlet side pressure is lower than a set pressure threshold value, the fifth valve is opened so that a portion of refrigerant discharged from the compressor enters the inlet of the gas-liquid separator via the bypass branch and the refrigerant passage of the second heat exchanger.

The beneficial effects are that: by arranging the bypass branch and the fifth valve, when the motor, the battery and the air heat source cannot meet the heating requirement, the third valve can be controlled to raise the outlet pressure of the compressor, so that the power of the compressor can be obviously improved, and more heating quantity can be generated. If the heating quantity still cannot meet the requirement, the pressure sensor detects that the inlet side pressure of the compressor is lower than the set pressure threshold value, the fifth valve is controlled, part of refrigerant enters the inlet of the gas-liquid separator through the bypass branch and the refrigerant channel of the second heat exchanger, the system low pressure is avoided, the system can stably run, the function of the thermodynamic device system can be exerted to the maximum extent, and the duration of the journey in winter is improved.

In an alternative embodiment, in a heating scenario, the first four-way valve and the second four-way valve are controlled, so that the battery, the motor and the first heat exchanger are connected in series in the same cooling circuit, when the second heat exchanger and the radiator are connected in series in another cooling circuit, the battery and the motor input heat to the refrigerant circuit through the first heat exchanger, the radiator inputs heat in air to the refrigerant circuit through the second heat exchanger, or the battery and the second heat exchanger are connected in series in the same cooling circuit, the motor and the first heat exchanger are connected in series in another cooling circuit, the battery inputs heat to the refrigerant circuit through the second heat exchanger, and the motor inputs heat to the refrigerant circuit through the first heat exchanger.

The beneficial effects are that: through control first cross valve and second cross valve, the heat of accessible first heat exchanger recovery battery and motor, the heat in the air is absorbed through radiator and second heat exchanger, also can absorb the heat in the air through external heat exchanger to can go the heat use of management overall system more effectively. Or through controlling first cross valve and second cross valve, retrieve the heat in the battery through the second heat exchanger, retrieve the heat in the motor through first heat exchanger, also can absorb the heat in the air through external heat exchanger and radiator to can go the heat use of management overall system more effectively.

In an alternative embodiment, the plurality of control valves further includes a sixth valve and a seventh valve, the sixth valve is disposed on a refrigerant branch between the outlet of the built-in condenser and the inlet of the first heat exchanger, the seventh valve is disposed on a refrigerant branch between the outlet of the built-in condenser and the inlet of the external heat exchanger, and in the fourth operation mode, the fifth valve is opened to close the sixth valve and the seventh valve, so that part of refrigerant discharged from the compressor enters the inlet of the gas-liquid separator through the bypass branch and the refrigerant channel of the second heat exchanger, and the rest of refrigerant discharged from the compressor sequentially flows through the refrigerant channels of the built-in condenser and the second heat exchanger and then enters the gas-liquid separator.

The beneficial effects are that: in the fourth working mode, the ambient temperature is extremely low, the refrigerant in the refrigerant loop is in a liquid state, the compressor cannot suck enough gaseous refrigerant from the loop, and part of high-temperature and high-pressure refrigerant discharged by the compressor is input into the gas-liquid separator through the bypass passage to be mixed and then enters the compressor by controlling the fifth valve, the sixth valve and the seventh valve, so that the compressor can suck enough gaseous refrigerant, and the heating efficiency is improved. In addition, by connecting the bypass branch to the inlet of the refrigerant channel of the second heat exchanger, the high-temperature and high-pressure refrigerant discharged by the compressor is fully mixed with the low-temperature and low-pressure refrigerant in the refrigerant loop, so that the refrigerant before entering the compressor is uniformly mixed, the air suction overheat or liquid carrying work of the compressor can be avoided, the service life of the compressor is prolonged, and the structural design of the pipeline and the gas-liquid separator is simple.

In an alternative embodiment, the refrigerant circuit further includes a temperature pressure sensor, the temperature pressure sensor is disposed at an outlet side of the radiator and the external heat exchanger, and when one of the radiator and the external heat exchanger is detected to have a frosting tendency by the temperature pressure sensor in a heating scene, the sixth valve or the seventh valve is closed, so that the radiator and the external heat exchanger alternately work.

The beneficial effects are that: in spring and autumn, the outside environment humidity is usually larger, when the heating demand is larger, one long-time working of the radiator and the external heat exchanger is found to have a frosting trend, and the radiator and the external heat exchanger alternately work by switching the sixth valve and the seventh valve, so that the frosting of the radiator and the external heat exchanger is avoided, and the heating request of the system is ensured. In addition, part of refrigerant output by the compressor is led into the bypass branch, so that the low-pressure refrigerant of the system is higher than zero, the heating requirement can be met, and frosting of the radiator and the external heat exchanger can be avoided.

In a second aspect, the present utility model also provides a vehicle comprising the thermal management system described above.

Because the vehicle adopts the thermal management system, the vehicle has the same beneficial effects as the thermal management system, and the description is omitted here.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present utility model, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

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

FIG. 2 is a schematic diagram of a cooling circuit in a thermal management system according to an embodiment of the present utility model;

FIG. 3 is a schematic diagram illustrating a cooling circuit in a thermal management system according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram illustrating a first operation mode of a thermal management system according to an embodiment of the present utility model;

FIG. 5 is a schematic diagram illustrating a second mode of operation of a thermal management system according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram illustrating a third mode of operation of a thermal management system according to an embodiment of the present utility model;

FIG. 7 is a schematic diagram illustrating a fourth mode of operation of a thermal management system according to an embodiment of the present utility model;

FIG. 8 is a schematic diagram illustrating a fifth mode of operation of a thermal management system according to an embodiment of the present utility model;

FIG. 9 is a schematic diagram of a fifth mode of operation of another thermal management system according to an embodiment of the present utility model;

FIG. 10 is a schematic diagram illustrating a sixth mode of operation of a thermal management system according to an embodiment of the present utility model.

Reference numerals illustrate:

1. A refrigerant circuit; 101. a gas-liquid separator; 102. a compressor; 103. a condenser is arranged in the water tank; 104. an external heat exchanger; 105. a first heat exchanger; 106. a second heat exchanger; 107. an evaporator; 108. a bypass branch;

2. A cooling circuit; 201. a heat sink; 202. a battery; 203. a motor; 204. a first four-way valve; 205. a second four-way valve; 206. a controller; 207. a first power unit; 208. a second power device; 209. a three-way valve; 210. a second bypass branch;

301. A first valve; 302. a second valve; 303. a third valve; 304. a fourth valve; 305. a fifth valve; 306. a sixth valve; 307. a seventh valve; 308. an eighth valve; 309. a first stop valve; 310. a second shut-off valve;

4. An air conditioning box; 401. a first fan;

5. a cooling module; 501. and a second fan.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present utility model more apparent, the technical solutions of the embodiments of the present utility model will be described below with reference to the accompanying drawings in the embodiments of the present utility model, and it is apparent that the described embodiments are some embodiments of the present utility model, but not all embodiments of the present utility model.

In this embodiment, the connection between the component a and the component B means that the component a and the component B are communicated through a pipe, and a fluid medium (such as a refrigerant or a cooling liquid) circulates in the pipe. In addition, the connection of the component a and the component B may mean that the component a and the component B are directly communicated through a pipe; alternatively, the connection between the component a and the component B may be that the component a is indirectly connected with the component B via another component C, that is, the component a is connected with the component C through a pipe, and the component C is connected with the component B through a pipe.

An embodiment of the present utility model is described below with reference to fig. 1 to 10.

According to an embodiment of the present utility model, as shown in fig. 1 to 3, in one aspect, there is provided a thermal management system, including a refrigerant circuit 1 and a cooling circuit 2, where the refrigerant circuit 1 includes a gas-liquid separator 101, a compressor 102, an internal condenser 103, and an external heat exchanger 104 and a first heat exchanger 105 connected in parallel, and the cooling circuit 2 includes the first heat exchanger 105, a radiator 201, and a heat generating component, where the first heat exchanger 105 includes two channels, one of which is provided in the refrigerant circuit 1 and the other of which is provided in the cooling circuit 2, the first heat exchanger 105 is used to conduct heat between the refrigerant circuit 1 and the cooling circuit 2, the radiator 201 is used to conduct heat between a cooling liquid and air in the cooling circuit 2, and the refrigerant circuit 1 further includes a plurality of control valves, where the plurality of control valves are respectively used to cut off or connect refrigerant branches in which the refrigerant circuit is located, so that the thermal management system switches between different operation modes.

Specifically, the refrigerant circuit 1 in this embodiment is provided with a refrigerant, which is not specifically limited, and in order to meet the practical situation, the refrigerant may be selected from the commonly used refrigerants in the prior art, and the medium includes, but is not limited to, CHF ₂CHF₂ (tetrafluoroethane), R744 (carbon dioxide), R718 (water), R290 (propane), R717 (ammonia), R410a (a mixture of 50% difluoromethane and 50% pentafluoroethane), R32 (difluoromethane), R12 (ccif), and any two or more of these commonly used refrigerants in the prior art. Meanwhile, in order to realize stable work in a low-temperature environment, substances such as antifreeze can be injected into the refrigerant to improve the antifreeze performance.

The circulation medium is disposed in the cooling circuit 2 in this embodiment, and the circulation medium is not particularly limited in this embodiment, and in order to conform to the actual situation, the circulation medium in this embodiment may be a cooling liquid, a cooling oil, or water.

In this embodiment, the plurality of control valves includes a first valve 301, a second valve 302, a third valve 303, a fourth valve 304, a fifth valve 305, a sixth valve 306, and a seventh valve 307, and may control the flow rate of the fluid medium in the pipeline, for example, an electronic expansion valve (EEV/EXV, electronic Expansion Valve) may be used.

A second bypass branch 210 may also be provided at the radiator 201 on the cooling circuit 2, a three-way valve 209 being provided at the inlet side of the radiator 201 to either close the cooling circuit 2 and the second bypass branch 210. When the radiator 201 is required to participate in heat exchange, the second bypass branch 210 can be closed and the channel of the radiator 201 can be closed by controlling the three-way valve 209; if the radiator 201 is not required to participate in heat exchange, the second bypass branch 210 can be opened by controlling the three-way valve 209, and the passage of the radiator 201 can be closed, so that the radiator 201 will be shorted.

As shown in fig. 4 and 5, in the present embodiment, in a heating scenario, the compressor 102 extracts the refrigerant in the low-pressure area in the refrigerant circuit 1, and then sends the compressed refrigerant to the high-pressure area for cooling and condensing, that is, the compressor 102 compresses the refrigerant in the gas-liquid separator 101 and then sends the compressed refrigerant to the built-in condenser 103, and the refrigerant is converted from a gaseous state into a low-temperature low-pressure liquid refrigerant through the cooling fins on the built-in condenser 103 (such as a passenger cabin), and the low-temperature low-pressure liquid refrigerant can absorb the heat through the external heat exchanger 104 and the external environment of the first heat exchanger 105, which are arranged in parallel, and then flows back to the gas-liquid separator 101.

When there is a heating demand, the compressor 102 compresses the refrigerant in the refrigerant loop 1 and then conveys the refrigerant to the built-in condenser 103, the refrigerant condenses and releases heat in the built-in condenser 103, the released refrigerant flows back to the gas-liquid separator 101 to be compressed by the compressor 102 again, the heat released refrigerant is arranged in the refrigerant loop 1 in parallel through the external heat exchanger 104 and the first heat exchanger 105, the released refrigerant can absorb heat of heating components in the environment and the cooling loop 2 through the external heat exchanger 104 and the first heat exchanger 105, the heating performance coefficient (COP, coefficient Of Performance) is improved in a low-temperature environment, the energy source in the refrigerant loop 1 is increased, the heating efficiency is improved, the electric heater is not needed to be adopted for supplementing heating, a large amount of electric energy can be saved, and the range of the whole vehicle is further improved.

By adopting the first heat exchanger 105 and the external heat exchanger 104 in parallel and controlling a plurality of control valves in the refrigerant loop 1, the thermal management system can be switched between different working modes, thereby meeting the refrigeration or heating requirements under different scenes. In a refrigeration scene, the first heat exchanger 105 and the external heat exchanger 104 can be utilized to dissipate heat simultaneously, so that the refrigeration capacity of the heat management system is improved; in addition, in the heating scene, not only can the heat in the ambient air be absorbed through the external heat exchanger 104, but also the heat generated by the heating component can be recycled from the cooling loop 2 through the first heat exchanger 105, so that the heat can be absorbed from the air, the heat generated by the heating component can be recycled, the simultaneous heat supply of multiple heat sources is realized, the heat use of the whole system is managed more efficiently, the energy is saved, and the cruising ability of the vehicle is improved.

In one embodiment, the plurality of control valves includes a first valve 301 and a second valve 302, the refrigerant circuit 1 further includes a second heat exchanger 106 and an evaporator 107 connected in parallel, the first valve 301 is disposed on an inlet side of the evaporator 107, the second valve 302 is disposed on an inlet side of the second heat exchanger 106, the second heat exchanger 106 includes a refrigerant channel and a cooling channel, the refrigerant channel is disposed in the refrigerant circuit 1, the cooling channel is disposed in the cooling circuit 2, and the second heat exchanger 106 is configured to conduct heat between the refrigerant circuit 1 and the cooling circuit 2.

Specifically, in this embodiment, the first heat exchanger 105 and the second heat exchanger 106 may adopt a multi-layer plate structure, one side channel is connected with the refrigerant circuit 1, the other side channel is connected with the cooling circuit 2, and the refrigerant and the circulating medium exchange heat in the multi-layer plate structure.

In this embodiment, the external heat exchanger 104 and the radiator 201 may adopt a fin structure, and the heat dissipation fins may exchange heat between the refrigerant, the circulating medium and the external environment.

In this embodiment, the refrigerant may be compressed by the compressor 102 and then sent to the first heat exchanger 105 and/or the external heat exchanger 104 arranged in parallel for heat exchange, the refrigerant after heat exchange is sent to the evaporator 107, the refrigerant absorbs ambient heat in the evaporator 107 and evaporates into a gaseous state, at this time, the refrigerant absorbs heat in the environment through a large number of cooling fins arranged on the evaporator 107, thereby realizing refrigeration, and the refrigerant after heat absorption flows back to the gas-liquid separator 101 along the pipeline.

By arranging the second heat exchanger 106 and the evaporator 107 in parallel in the refrigerant circuit 1 and controlling the first valve 301 and the second valve 302 in the refrigerant circuit 1, the thermal management system can be switched between different working modes, thereby meeting the refrigeration or heating requirements under different scenes. In a refrigeration scene, the first heat exchanger 105, the second heat exchanger 106 and the external heat exchanger 104 can be utilized to dissipate heat simultaneously, so that the refrigeration capacity of the heat management system is improved; in addition, in the heating scene, not only can the heat in the ambient air be absorbed through the external heat exchanger 104, but also the heat generated by the heating component can be recycled from the cooling loop 2 through the first heat exchanger 105 and the second heat exchanger 106, so that the heat can be absorbed from the air, the heat generated by the heating component can be recycled, the simultaneous heat supply of multiple heat sources is realized, and the heat use of the whole system is managed more efficiently.

As shown in fig. 10, in one embodiment, the heat generating component includes a battery 202, and in the case of overcharging or fast charging, the first valve 301, the second valve 302, the fourth valve 304, the sixth valve 306, and the seventh valve 307 are controlled to be opened, the third valve 303, the fifth valve 305, and the eighth valve 308 are controlled to be closed, the refrigerant discharged from the compressor 102 flows into the external heat exchanger 104 and the first heat exchanger 105 which are connected in parallel to dissipate heat, the low-temperature refrigerant after heat dissipation is divided into two paths, one path flows through the second heat exchanger 106 to cool the battery 202, and the other path flows through the evaporator 107 to cool the passenger cabin. In which case both the battery 202 and the passenger compartment may be cooled. Or in the operation mode of the super-charge or fast-charge scenario shown in fig. 10, if the passenger cabin has no refrigeration requirement, the first valve 301 may be closed, and at this time, the low-temperature refrigerant after heat dissipation by the external heat exchanger 104 and the first heat exchanger 105 connected in parallel flows through the second heat exchanger 106 to cool the battery 202.

In the case of overcharge or fast charge, the external heat exchanger 104 and the first heat exchanger 105 connected in parallel dissipate heat at the same time, so that the cooling of the battery 202 in the charging process can be accelerated, and in the case of overcharge or fast charge, not only the battery 202 can be cooled, but also the evaporator 107 can refrigerate the passenger compartment, and the temperature in the passenger compartment can be reduced.

In one embodiment, the heat generating components comprise a battery 202 and a motor 203, and the cooling circuit 2 further comprises at least one multi-way valve for switching the operation mode of the cooling circuit 2, such that the battery 202 and the motor 203 are connected in series in the same cooling circuit, or such that the battery 202 and the motor 203 are located in a battery cooling circuit and a motor cooling circuit, respectively, which operate independently of each other.

In this embodiment, the cooling circuit 2 is provided with a power device, and the battery cooling circuit and the motor cooling circuit are respectively provided with a first power device 207 and a second power device 208 to drive the circulating medium to circulate in the battery cooling circuit and the motor cooling circuit. The first power device 207 and the second power device 208 are not particularly limited in this embodiment, and in order to meet the practical situation, in this embodiment, electric pumps are used for the first power device 207 and the second power device 208.

The multi-way valve in this embodiment is not particularly limited as long as the battery 202 and the motor 203 can be placed in the same or different cooling circuits by channel switching, for example, the multi-way valve may be two four-way valves or one eight-way valve may be used.

The operation mode of the cooling circuit 2 is switched by controlling the multi-way valve such that the battery 202 and the motor 203 are connected in series in the same cooling circuit 2 or such that the battery 202 and the motor 203 are respectively located in a battery cooling circuit and a motor cooling circuit that operate independently of each other. The radiator 201, the first heat exchanger 105 and the second heat exchanger 106 can radiate heat to the motor 203 and the battery 202, so as to reduce the temperature of the motor 203 and the battery 202 when in operation.

In one embodiment, the at least one multi-way valve includes a first four-way valve 204 and a second four-way valve 205, wherein the cooling interfaces at two ends of the battery 202 are respectively connected to the first four-way valve 204 and the second four-way valve 205, the interfaces at two ends of the cooling channel of the second heat exchanger 106 are respectively connected to the first four-way valve 204 and the second four-way valve 205, one end of the first heat exchanger 105 is connected to the first four-way valve 204, the other end of the first heat exchanger 105 is connected to the second four-way valve 205 through the motor 203, and two ends of the heat sink 201 are respectively connected to the first four-way valve 204 and the second four-way valve 205.

By arranging the first four-way valve 204 and the second four-way valve 205 to control the motor 203 and the battery 202 to be positioned in different cooling loops, heat in the motor 203 and the battery 202 can be conveyed to the refrigerant loop 1 through different cooling loops, and under the condition that the battery 202 and the motor 203 have waste heat, the heat of the motor 203 and the battery 202 can be recovered, so that the heat use of the whole system can be managed more efficiently.

As shown in fig. 10, in an embodiment, in the case of overcharge or fast charge, the first four-way valve 204 and the second four-way valve 205 are controlled such that the cooling circuit 2 is divided into a battery cooling circuit and a motor cooling circuit which are independent from each other, the battery cooling circuit includes the battery 202 and the second heat exchanger 106, the refrigerant circuit 1 conducts cold energy to the battery cooling circuit through the second heat exchanger 106 to cool the battery 202, the motor cooling circuit includes the first heat exchanger 105, the radiator 201 and the motor 203, the refrigerant circuit 1 radiates heat through the external heat exchanger 104 and the first heat exchanger 105 connected in parallel, wherein the external heat exchanger 104 radiates heat into air, the first heat exchanger 105 conducts heat to the motor cooling circuit, and the radiator 201 in the motor cooling circuit radiates heat into air.

Specifically, the cooling reflux of the motor 203 in this embodiment may further include a controller 206, where the controller 206 and the motor 203 are connected in series in the motor cooling circuit.

In this embodiment, the first four-way valve 204 is in communication with the passage between the two interfaces connected to the second heat exchanger 106 and the battery 202, the second four-way valve 205 is in communication with the passage between the two interfaces connected to the second heat exchanger 106 and the battery 202, the first four-way valve 204 is in communication with the passage between the two interfaces connected to the radiator 201 and the first heat exchanger 105, and the second four-way valve 205 is in communication with the passage between the two interfaces connected to the radiator 201 and the motor 203. The battery 202 and the motor 203 are connected in parallel or in series in different cooling circuits by controlling the first four-way valve 204 and the second four-way valve 205.

Specifically, in the present embodiment, when the first four-way valve 204 and the second four-way valve 205 can connect the battery 202, the first power device 207 and the second heat exchanger 106 to the battery cooling circuit, the motor 203, the second power device 208, the radiator 201 and the first heat exchanger 105 are connected to the motor cooling circuit; or the battery 202, the second power unit 208, the motor 203, the first heat exchanger 105 and the second heat exchanger 106 are communicated into one cooling circuit, and the second heat exchanger 106, the first power unit 207 and the radiator 201 are communicated into the other cooling circuit.

As shown in fig. 4 and 5, in one embodiment, the plurality of control valves further includes a third valve 303 and a fourth valve 304, the third valve 303 is disposed on a refrigerant branch between an outlet of the compressor 102 and an inlet of the internal condenser 103, the fourth valve 304 is disposed on a refrigerant branch between a parallel branch of the external heat exchanger 104 and the first heat exchanger 105 and an outlet of the compressor 102, in a heating scene, the third valve 303 is opened, the fourth valve 304 is closed, the refrigerant output by the compressor 102 enters the internal condenser 103 through the third valve 303 to release heat, and then is split into two paths, one path enters the gas-liquid separator 101 through the second heat exchanger 106, and the other path enters the gas-liquid separator 101 through the external heat exchanger 104 and the first heat exchanger 105 which are connected in parallel.

Specifically, in a heating scenario, after the refrigerant in the gas-liquid separator 101 is compressed by the compressor 102, the refrigerant is conveyed to the built-in condenser 103 through the refrigerant loop 1 to condense and release heat, the heat in the refrigerant is released to the environment through the built-in condenser 103, the released refrigerant is continuously conveyed to the second heat exchanger 106, the external heat exchanger 104 and the first heat exchanger 105 which are connected in parallel, and then flows through the gas-liquid separator 101 to return to the compressor 102.

When the refrigerant after the heat release of the internal condenser 103 flows through the external heat exchanger 104, the heat in the environment can be absorbed by the external heat exchanger 104. Meanwhile, as shown in fig. 4, the battery 202, the motor 203 and the first heat exchanger 105 are connected in series in the same cooling circuit, the second heat exchanger 106 and the radiator 201 are connected in series in another cooling circuit, and heat generated by the battery 202 and the motor 203 in the cooling circuit 2 can be absorbed when the refrigerant after heat release of the internal condenser 103 flows through the first heat exchanger 105, and ambient heat can be absorbed by the radiator 201 when the refrigerant after heat release of the internal condenser 103 flows through the first heat exchanger 105. As shown in fig. 5, the battery 202 and the second heat exchanger 106 are connected in series in one cooling circuit (i.e., a battery cooling circuit), the motor 203 and the first heat exchanger 105 are connected in series in the other cooling circuit (i.e., a motor cooling circuit), at this time, the radiator 201 is shorted in the motor cooling circuit by the second bypass branch 210, the refrigerant after the heat release of the internal condenser 103 flows through the second heat exchanger 106 to absorb the heat of the battery cooling circuit, and the refrigerant after the heat release of the internal condenser 103 flows through the first heat exchanger 105 to absorb the heat of the motor cooling circuit.

Through the embodiment shown in fig. 4 and 5, the simultaneous heat supply of multiple heat sources is realized, and the more efficient management of the heat use of the whole system is realized, so that the energy is saved, and the cruising ability of the vehicle is improved.

As shown in fig. 6, in one embodiment, the refrigerant circuit 1 further includes a pressure sensor disposed at an inlet side of the compressor 102, the refrigerant circuit 1 further includes a bypass branch 108, the bypass branch 108 is used for connecting an outlet of the compressor 102 and an inlet of a refrigerant channel of the second heat exchanger 106, the plurality of control valves further includes a fifth valve 305, the fifth valve 305 is disposed on the bypass branch 108, and when the pressure sensor detects that the inlet side pressure of the compressor 102 is lower than a set pressure threshold, the fifth valve 305 is opened, so that a part of refrigerant discharged from the compressor 102 enters the inlet of the gas-liquid separator 101 via the bypass branch 108 and the refrigerant channel of the second heat exchanger 106.

Specifically, in the heating scenario, if the motor 203, the battery 202, and the multiple heat sources of air still cannot meet the heating requirement, the opening of the third valve 303 may be adjusted to raise the pressure at the outlet side of the compressor 102, thereby increasing the power of the compressor 102 and generating more heating quantity. If the heating capacity still cannot meet the system requirement, the pressure of the refrigerant flowing back to the gas-liquid separator 101 is too low, and the fifth valve 305 can be adjusted to mix part of the high-pressure refrigerant discharged from the compressor 102 with the refrigerant subjected to heat exchange in the built-in condenser 103 so as to improve the pressure of the refrigerant flowing back to the gas-liquid separator 101, thereby improving the inlet pressure of the compressor 102, obviously improving the power of the compressor 102, generating more heating, avoiding the low pressure in the system to be too low, ensuring the system to run stably, exerting the heat management efficiency to the maximum extent and improving the cruising ability of the whole vehicle.

As shown in fig. 7, in one embodiment, the refrigerant circuit 1 further includes a temperature sensor disposed at an inlet side of the compressor 102, the plurality of control valves further includes a sixth valve 306 and a seventh valve 307, the sixth valve 306 is disposed on a refrigerant branch between an outlet of the internal condenser 103 and an inlet of the first heat exchanger 105, and the seventh valve 307 is disposed on a refrigerant branch between an outlet of the internal condenser 103 and an inlet of the external heat exchanger 104.

In the fourth operation mode, the fifth valve 305 may be opened, and the sixth valve 306 and the seventh valve 307 may be closed, so that a portion of the refrigerant discharged from the compressor 102 enters the inlet of the gas-liquid separator 101 through the bypass branch 108 and the refrigerant channel of the second heat exchanger 106. At this time, the compressor 102 performs the thermodynamic triangular cycle operation, and the bypass branch 108 bypasses the high-temperature gas and the low-temperature low-pressure gas in the refrigerant circuit 1, which are fully mixed, so as to ensure that the refrigerant before entering the compressor 102 is uniformly mixed, and avoid too high suction superheat. This is because the suction superheat increases the suction temperature of the compressor 102, increases the specific volume of the suction refrigerant, and decreases the refrigerating capacity per unit volume, which is disadvantageous to the refrigeration cycle, and at the same time, the suction superheat may increase the temperature in the compressor 102, decrease the lubrication effect of the lubricant of the compressor 102, and shorten the service life of the compressor 102. It should be noted that, in the fourth operation mode, if the passenger cabin is preferentially heated at this time, the power device in the cooling circuit 2 may be turned off, so that the refrigerant channel and the cooling channel in the second heat exchanger 106 do not exchange heat, and the second heat exchanger 106 serves as a flow channel, so that heat generated by the work applied by the compressor 102 is prevented from being lost to the cooling circuit 2; meanwhile, the motor 203 and the battery 202 can be connected in series in a loop by controlling the multi-way valve, so that the battery 202 can be heated by heat generated by the operation of the motor 203, the temperature of the battery 202 is kept in a proper temperature range, and the cruising loss is reduced.

As shown in fig. 8 and 9, in one embodiment, the refrigerant circuit 1 further includes a temperature pressure sensor disposed on the outlet sides of the radiator 201 and the external heat exchanger 104, and when the temperature pressure sensor detects that the temperature and/or pressure of the outlet sides of the radiator 201 and the external heat exchanger 104 are lower than the set temperature and/or pressure threshold, the sixth valve 306 and the seventh valve 307 are alternately closed, so that the radiator 201 and the external heat exchanger 104 alternately operate.

In spring and autumn, the outside environment humidity is usually larger, when the heating demand is larger, the radiator 201 and the external heat exchanger 104 work for a long time and have frosting trend, and when the temperature and pressure sensor detects that one of the radiator 201 and the external heat exchanger 104 has frosting trend, the radiator 201 and the external heat exchanger 104 work alternately by switching the sixth valve 306 and the seventh valve 307, so that frosting of the radiator 201 and the external heat exchanger 104 is avoided, and the heating request of the system is ensured. Part of the refrigerant output by the compressor 102 can be led into the bypass branch 108, so that the low-pressure refrigerant of the system is higher than zero degree, the heating requirement can be met, and the frosting of the radiator 201 and the external heat exchanger 104 can be avoided.

In this embodiment, the eighth valve 308 is disposed at the outlet side of the internal condenser 103 in the refrigerant circuit 1, and in this embodiment, the eighth valve 308 may be a check valve to ensure that the refrigerant can flow from the compressor 102 to the external heat exchanger 104 and/or the second heat exchanger 106 only through the internal condenser 103, but not reversely.

As shown in fig. 1, 2, and 4 to 10, in the present embodiment, a first stop valve 309 is disposed between the external heat exchanger 104 and the gas-liquid separator 101 in the refrigerant circuit 1 to switch on and off the refrigerant flow between the external heat exchanger 104 and the gas-liquid separator 101. If the fourth valve 304 is an electronic expansion valve, the refrigerant circuit may further be provided with a second stop valve 310 in parallel with the fourth valve 304. Thus, when it is not necessary to control the flow rate of the pipe in which the fourth valve 304 is located, the pipe can be communicated or closed by controlling the second shut-off valve 310.

According to an embodiment of the present utility model, in another aspect, there is also provided a vehicle including the thermal management system of the present embodiment.

By adopting the first heat exchanger 105 and the external heat exchanger 104 in parallel connection and controlling a plurality of control valves in the refrigerant loop 1, the vehicle can be switched between different working modes, thereby meeting the refrigeration or heating demands under different scenes. In a refrigeration scene, the first heat exchanger 105 and the external heat exchanger 104 can be utilized to dissipate heat simultaneously, so that the refrigeration capacity of the heat management system is improved; in addition, in the heating scene, not only can the heat in the ambient air be absorbed through the external heat exchanger 104, but also the heat generated by the heating component can be recycled from the cooling loop 2 through the first heat exchanger 105, so that the heat can be absorbed from the air, the heat generated by the heating component can be recycled, the simultaneous heat supply of multiple heat sources is realized, the heat use of the whole system is managed more efficiently, the energy is saved, and the cruising ability of the vehicle is improved.

As shown in fig. 1, 2, and 4 to 10, in the present embodiment, the vehicle further includes an air conditioning case 4 and a cooling module 5, the internal condenser 103 and the evaporator 107 are disposed in the air conditioning case 4, the external heat exchanger 104 and the radiator 201 are disposed in the cooling module 5, the first fan 401 is disposed in the air conditioning case 4, and the second fan 501 is disposed in the cooling module 5.

As shown in fig. 8 and 9, in this embodiment, in the spring and autumn, the humidity of the external environment is generally high, when the heating requirement is high, the low-pressure refrigerant in the thermal management system runs below zero for a long time, which can cause frosting on the surface of the external heat exchanger 104, so that the heat exchange efficiency of the external heat exchanger 104 is reduced, and the heating effect of the thermal management system is poor, and by switching or closing the sixth valve 306 and the seventh valve 307, the corresponding first heat exchanger 105 and/or external heat exchanger 104 stops working, and under the air flow action of the second fan 501, the frosting on the surface of the radiator 201 and/or external heat exchanger 104 is melted, so that the sixth valve 306 and/or the seventh valve 307 can be opened again, so as to meet the heating requirement.

By adopting the thermal management system in the embodiment, a plurality of working modes can be realized by controlling the multi-way valve, the control valve and the power device, and a part of working modes are described below with reference to the accompanying drawings.

The first mode of operation is a heating mode, also referred to as a multiple heat source heating mode, which is used in situations where the cabin and passenger compartment (i.e. cabin) are heated.

As shown in fig. 4, which is a schematic diagram of the first operation mode, during heating, the second valve 302, the third valve 303, the sixth valve 306, and the seventh valve 307 are opened, the first valve 301, the fourth valve 304, and the fifth valve 305 are closed, and simultaneously, the channel communication between the two interfaces of the first four-way valve 204 and the second four-way valve 205, which are respectively connected to the radiator 201 and the second heat exchanger 106, the channel communication between the two interfaces of the first four-way valve 204, which are connected to the first heat exchanger 105 and the battery 202, and the channel communication between the two interfaces of the second four-way valve 205, which are connected to the battery 202 and the motor 203, are controlled. After compressing the refrigerant in the gas-liquid separator 101, the compressor 102 conveys the refrigerant to the built-in condenser 103 through the refrigerant loop 1 to be condensed, releases heat in the refrigerant to the air conditioning box 4 through the built-in condenser 103, and the first fan 401 blows the generated heat to the cockpit and the passenger cabin, so that the temperature of the refrigerant output by the built-in condenser 103 is reduced and divided into three paths: the first path of refrigerant is conveyed into the refrigerant channel of the second heat exchanger 106, the second path of refrigerant is conveyed into the external heat exchanger 104, and the third path of refrigerant is conveyed into the refrigerant channel of the first heat exchanger 105. The three paths of refrigerants respectively absorb heat through the second heat exchanger 106, the external heat exchanger 104 and the first heat exchanger 105. Specifically, the first path of refrigerant is conveyed to the refrigerant channel of the second heat exchanger 106, the cooling channel of the second heat exchanger 106 and the radiator 201 are located in the same loop, at this time, the cooling liquid in the loop circulates under the action of the first power device 207, and the temperature of the cooling liquid is lower than the ambient temperature after the cooling liquid exchanges heat with the refrigerant when flowing through the second heat exchanger 106, so that the cooling liquid absorbs heat in the environment when flowing through the radiator 201 and provides the heat to the refrigerant loop 1; the second path of refrigerant is conveyed to the external heat exchanger 104, and heat in the external environment can be absorbed through the external heat exchanger 104 because the temperature of the current refrigerant is lower than the ambient temperature; the third refrigerant is conveyed to the refrigerant channel of the first heat exchanger 105, the cooling channel of the first heat exchanger 105 is positioned in the cooling circuit 2 which is formed by connecting the battery 202 and the motor 203 in series, and heat generated by the operation of the battery 202 and the motor 203 is conducted to the refrigerant circuit 1 through the first heat exchanger 105, namely, the refrigerant circuit 1 can absorb heat from the cooling circuit 2 which is formed by connecting the motor 203 and the battery 202 in series. Like this, this scheme not only can absorb the heat and supply heat to the cabin in the ambient air, but also can recycle the heat cabin that the heating element such as battery 202, motor 203 produced and supply heat, has improved the efficiency of heating, has realized the more efficient thermal management of thermal management system.

The second mode of operation is another heating mode, which may also be referred to as a multiple heat source heating mode, which is used in situations where the cabin and passenger compartment (i.e. cabin) are heated. The second mode of operation differs from the first mode of operation in that: the battery 202 and the motor 203 are no longer connected in series in the same cooling circuit, but are split into two cooling circuits, i.e. the battery cooling circuit and the motor cooling circuit are two separate circuits, the sources of heat absorbed by the first heat exchanger 105 and the second heat exchanger 106 are different.

As shown in fig. 5, which is a schematic diagram of the second working mode, the refrigerant flow direction in the refrigerant circuit 1 is identical to the refrigerant flow direction in the first working mode shown in fig. 4, and the working principle of absorbing heat by three paths of refrigerant is described below without further description: the first path of refrigerant is conveyed to the refrigerant channel of the second heat exchanger 106, the cooling channel of the second heat exchanger 106 and the battery 202 are positioned in a battery cooling circuit, at this time, the cooling liquid in the circuit circulates under the action of the first power device 207, and when the cooling liquid passes through the battery 202, the cooling liquid absorbs heat generated by the battery 202 and is provided for the refrigerant circuit 1, namely the refrigerant circuit 1 can absorb heat generated by the battery 202 through the second heat exchanger 106; the second path of refrigerant is conveyed to the external heat exchanger 104, and heat in the external environment can be absorbed through the external heat exchanger 104 because the temperature of the current refrigerant is lower than the ambient temperature; the third refrigerant is delivered to the refrigerant channel of the first heat exchanger 105, the cooling channel of the first heat exchanger 105 is located in the motor cooling circuit, the cooling liquid in the circuit circulates under the action of the second power device 208, and the cooling liquid absorbs the heat generated by the motor 203 when flowing through the motor 203, and is conducted to the refrigerant circuit 1 through the first heat exchanger 105, i.e. the refrigerant circuit 1 can absorb the heat generated by the motor 203 through the first heat exchanger 105. The scheme also realizes that a plurality of heat sources such as the battery 202, the motor 203 and air are utilized to supply heat to the cabin simultaneously, thereby improving the heating efficiency and realizing more efficient heat management of the heat management system. It should be noted that, two ends of the radiator 201 in the motor cooling circuit are connected in parallel with a bypass branch 108, and the bypass branch 108 can be controlled to be opened or closed by controlling the three-way valve 209, when the bypass branch 108 is opened, the radiator 201 is closed, and when the bypass branch 108 is closed, the radiator 201 is opened. In the second operation mode, since the motor 203 generates heat, the temperature of the cooling fluid in the motor cooling circuit is higher than the ambient temperature, and at this time, by opening the bypass branch 108 and closing the radiator 201, the heat generated by the motor 203 can be prevented from being lost to the environment through the radiator 201, and the heat recovery rate is improved.

The third mode of operation is a further heating mode, which may also be referred to as high side throttling and partial hot gas bypass mode, which is suitable for use in situations where the cabin and passenger compartment are heated in a colder environment. Specifically, in a low temperature environment, if the first or second operation mode is still unable to meet the heating requirement, the thermal management system may be controlled to adopt a third operation mode. The third mode of operation differs from the first mode of operation shown in fig. 4 in that: a bypass branch 108 is added in the refrigerant circuit 1, the bypass branch 108 is opened or closed by controlling a fifth valve 305 on the bypass branch 108, and when the bypass branch 108 is opened, high-temperature and high-pressure refrigerant discharged from the outlet of the compressor 102 can be introduced into the inlet side of the compressor through the gas-liquid separator 101, and the heating capacity of the compressor 102 is improved by improving the mass flow rate of the refrigerant at the inlet of the compressor 102.

Fig. 6 is a schematic diagram of the third operation mode, in which the first valve 301, the fourth valve 304, and the fifth valve 305 are closed and the other valves are opened during heating. When the first operation mode or the second operation mode still cannot meet the heating requirement, the opening of the third valve 303 (for example, the opening of the third valve 303 is reduced) may be adjusted to raise the pressure at the outlet side of the compressor 102, so that the power of the compressor 102 may be increased, and more heating capacity may be generated. Optionally, if the heating capacity still cannot meet the requirement, and the low pressure of the system is too low, the fifth valve 305 can be opened to supplement heat through partial hot gas bypass, so that the low pressure of the system is avoided, the system can stably operate, the function of the heat pump system is exerted to the maximum extent, and the winter cruising is provided. By closing the opening of the third valve 303 and opening the fifth valve 305, part of the refrigerant is led to the bypass branch 108, and then sequentially enters the inlets of the gas-liquid separator 101 and the compressor 102 after passing through the second heat exchanger 106. The reason is that when the system heating capacity cannot meet the requirement, the suction density of the compressor 102 will be small and the refrigerant flow is small when the low-pressure side pressure in the refrigerant loop 1 is low, so that the exhaust temperature of the compressor 102 is easy to be over-temperature, and therefore, the rotation speed of the compressor 102 can only be limited, and as a result, the refrigerant flow is further restricted, and the system heating capacity cannot meet the low-temperature requirement. The high-temperature and high-pressure refrigerant discharged from the outlet of the compressor 102 is introduced into the inlet of the compressor 102 through the bypass branch 108, so that the temperature of the refrigerant at the inlet of the compressor 102 can be increased, the density of the refrigerant is increased, the mass flow of the refrigerant is increased, the compressor 102 can be operated to a higher rotating speed, and the heating capacity of the system is increased. It should be noted that, in the embodiment shown in fig. 6, one end of the bypass branch 108 is connected to the outlet of the compressor 102, and the other end is connected to the inlet of the refrigerant channel of the second heat exchanger 106, but this disclosure is not limited thereto, and in other embodiments, two ends of the bypass branch 108 may be connected to the outlet of the compressor 102 and the inlet of the gas-liquid separator 101, respectively (not shown in the drawings).

It should be noted that, in the third operation mode, the first power device 207 and the second power device 208 may work normally, so that the refrigerant may still absorb heat from the ambient air through the low-temperature radiator 201, and waste heat generated by the battery 202 and the motor 203 is recycled through the first heat exchanger 105.

The fourth mode of operation is a further heating mode, which may also be referred to as a delta circulation mode. The heating mode may be used in situations where the cabin and passenger cabin are heated at lower ambient temperatures relative to the third mode of operation. Specifically, in a low temperature environment, if the third operating mode is still unable to meet the heating requirement, the thermal management system may be controlled to adopt the fourth operating mode. The fourth mode of operation differs from the first mode of operation shown in fig. 4 in that: in this environment, heat cannot be absorbed from the ambient air, and cannot be absorbed from the waste heat of the battery 202 and the motor 203, and the heat pump system cannot work normally, and at this time, the compressor 102 is controlled to perform the triangular cycle operation heating.

As shown in fig. 7, which is a schematic diagram of the fourth operation mode, the first valve 301, the fourth valve 304, the sixth valve 306, and the seventh valve 307 are closed, the first power device 207 is closed, and a part of the high-pressure refrigerant output from the compressor 102 is introduced into the internal condenser 103, and then introduced into the inlet of the gas-liquid separator 101 through the refrigerant channel (at this time, the second heat exchanger 106 serves as a flow channel, and does not exchange heat) of the second heat exchanger 106 of the hot gas bypass branch 108; at the same time, part of the high-pressure refrigerant output by the compressor 102 enters the inlet of the gas-liquid separator 101 through the refrigerant channel of the second heat exchanger 106 by the bypass branch 108. In this way, the high pressure refrigerant gas and the low pressure refrigerant gas can be thoroughly mixed in the refrigerant channels of the second heat exchanger 106.

When the compressor 102 performs the triangular cycle operation, the high-temperature and high-pressure gas introduced by the bypass branch 108 of the compressor 102 and the low-temperature and low-pressure gas after passing through the built-in condenser 103 are required to be fully mixed, so that the refrigerant before entering the compressor 102 is ensured to be uniformly mixed, the suction superheat degree is prevented from being too high, and meanwhile, the liquid carrying operation of the compressor 102 can be avoided. This is because: the suction superheat of the compressor 102 increases the suction temperature of the compressor 102, increases the specific volume of the suction refrigerant, decreases the refrigerant per unit volume, and decreases the refrigerating capacity of the compressor 102, which is disadvantageous for the refrigerating cycle; meanwhile, the overheat of the suction gas can cause the temperature in the compression cavity to be increased, so that the lubricating effect of the lubricating oil is reduced, and the service life of the compressor 102 is shortened; in addition, if the compressor 102 is in operation with liquid, damage may result due to incompressibility of the liquid, and the compressor 102 may be seriously or even directly scrapped. In the third and fourth modes of operation mentioned above, by providing the bypass branch 108 to enter the inlet of the gas-liquid separator 101 via the second heat exchanger 106, the design of the gas-liquid separator 101 can be simplified, and the common gas-liquid separator 101 can meet the design requirements, since the high-pressure refrigerant gas and the low-pressure refrigerant gas can be fully mixed before entering the gas-liquid separator 101, compared to the other bypass branch 108 (not shown) directly connecting the outlet of the compressor 102 to the inlet, which is mentioned above.

In addition, in the third and fourth operation modes, the battery 202 and the motor 203 may be connected in series in the same cooling circuit by controlling the first four-way valve 204 and the second four-way valve 205, so that the heat generated by the operation of the motor 203 may be used to heat the battery 202, so that the temperature of the battery 202 is kept in the optimal operation temperature range.

The fifth working mode is a defrosting mode, and in some situations, for example, in spring and autumn, the humidity of the external environment is high, if the heating requirement is high, the low-pressure side of the refrigerant loop 1 of the thermal management system runs below zero for a long time, which can cause frosting on the surface of the external heat exchanger 104, so that the thermal management system cannot work normally for heating, and other modes are needed for heating. A fifth operating mode is used for heating the cockpit and the passenger compartment in this scenario, and the refrigerant circuit 1 and the cooling circuit 2 of this fifth operating mode can refer to the first, second and third operating modes described above, and differ in that: when the external heat exchanger 104 or the radiator 201 is detected by the temperature and pressure sensor and has a frosting trend, the corresponding control valve (namely, the control valve of the branch where the external heat exchanger is positioned) is controlled to stop working, the surface can quickly defrost under the action of the air flow of the second fan 501, and when the external heat exchanger or the radiator does not have a frosting trend, the corresponding control valve is opened to enable the external heat exchanger or the radiator to continue working, so that the heating requirement of the heat management system is met. When the seventh valve 307 corresponding to the external heat exchanger 104 is closed, the external heat exchanger 104 stops working, and the external heat exchanger 104 does not exchange heat between the refrigerant and the ambient air; when the corresponding control valve of the radiator 201 is closed, the radiator 201 stops working, and at this time, the radiator 201 does not exchange heat between the refrigerant and the ambient air. In other words, the refrigerant circuit 1 in the fifth operation mode can alternately work through the external heat exchanger 104 and the first heat exchanger 105 to provide heat for the refrigerant circuit 1, so as to avoid frosting.

As shown in fig. 8 or 9, which are schematic diagrams of the fifth mode of operation, when the heating requirement is large, the low-pressure refrigerant in the thermal management system runs below zero for a long time, which results in frosting of the surface of the external heat exchanger 104 or the heat sink 201, so that the heat exchange efficiency of the external heat exchanger 104 or the heat sink 201 is reduced, and the heating effect of the thermal management system is poor. As shown in fig. 8, when the frosting tendency of the external heat exchanger 104 is detected, the external heat exchanger 104 stops working (the radiator 201 works normally at this time) by closing the seventh valve 307, and the frosting on the surface of the external heat exchanger 104 is melted under the air flow action of the second fan 501, so that the seventh valve 307 can be opened again to meet the heating requirement.

As shown in fig. 9, when a frosting trend is detected on the surface of the radiator 201, the heat exchange efficiency of the radiator 201 is reduced, so that the heating effect of the thermal management system is poor, by closing the sixth valve 306, the radiator 201 stops working (at this time, the external heat exchanger 104 works normally), and under the action of the air flow of the second fan 501, the frosting on the surface of the radiator 201 is melted, so that the sixth valve 306 can be opened again, so as to meet the heating requirement.

The sixth operation mode is a cooling mode, which may be applied to a fast-charge or super-charge scenario of the battery 202, particularly a fast-charge or super-charge scenario in a high-temperature environment. Meanwhile, the refrigerating mode can also simultaneously refrigerate the cockpit and the passenger cabin (namely the cabin).

As shown in fig. 10, the third valve 303, the fifth valve 305 may be closed, the first valve 301, the fourth valve 304, the sixth valve 306, the seventh valve 307, and the eighth valve 308 may be opened, while controlling communication between two interfaces of the first four-way valve 204 with the first heat exchanger 105 and the radiator 201, and between two interfaces of the second four-way valve 205 with the motor 203 and the radiator 201, and controlling channel communication between two interfaces of the first four-way valve 204 and the second four-way valve 205 with the second heat exchanger 106 and the battery 202. I.e. the battery 202 and the second heat exchanger 106 are connected in series in one cooling circuit, and the first heat exchanger 105, the radiator 201 and the motor 203 are connected in series in turn in the other cooling circuit. After the refrigerant in the gas-liquid separator 101 is compressed by the compressor 102, the refrigerant is divided into two branches through the refrigerant loop 1 and is sent to the first heat exchanger 105 and the external heat exchanger 104 for heat exchange, the temperature of the refrigerant in one branch is reduced after the refrigerant is radiated by the external heat exchanger 104, the other refrigerant is converged with the refrigerant in the external heat exchanger 104 after passing through the first heat exchanger 105 and is divided into two branches again, one branch flows to the evaporator 107, the low-temperature refrigerant evaporates and absorbs heat in the evaporator 107, cold air is supplied to the cabin under the action of the first fan 401, and the other branch flows to the second heat exchanger 106, so that the heat of the battery 202 in the battery cooling loop is absorbed, and the battery 202 is cooled. Therefore, the cabin can be cooled by releasing heat into the ambient air, heat generated by the battery 202 in charging can be absorbed, the cooling efficiency is improved, and more efficient heat management of the thermal management system is realized. It should be noted that, if the cabin has no refrigeration requirement, the first valve 301 may be closed, and the whole management system is used to dissipate heat from the battery 202, so as to greatly improve the heat dissipation capability.

Although embodiments of the present utility model have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the utility model, and such modifications and variations fall within the scope of the utility model as defined by the appended claims.

Claims

1. A thermal management system, comprising:

The refrigerant loop (1) comprises a gas-liquid separator (101), a compressor (102), an internal condenser (103), an external heat exchanger (104) and a first heat exchanger (105) which are connected in parallel;

-a cooling circuit (2) comprising the first heat exchanger (105), a radiator (201) and a heat generating component;

Wherein the first heat exchanger (105) comprises two channels, one of which is arranged in the refrigerant circuit (1) and the other of which is arranged in the cooling circuit (2), the first heat exchanger (105) is used for conducting heat between the refrigerant circuit (1) and the cooling circuit (2), and the radiator (201) is used for conducting heat between the cooling liquid and the air in the cooling circuit (2);

The refrigerant loop (1) also comprises a plurality of control valves which are respectively used for cutting off or communicating the refrigerant branch where the control valves are located, so that the thermal management system is switched between different working modes.

2. The thermal management system of claim 1, wherein the plurality of control valves includes a first valve (301) and a second valve (302);

The refrigerant loop (1) further comprises a second heat exchanger (106) and an evaporator (107) which are connected in parallel, wherein the first valve (301) is arranged on the inlet side of the evaporator (107), and the second valve (302) is arranged on the inlet side of the second heat exchanger (106);

the second heat exchanger (106) comprises a refrigerant channel and a cooling channel, the refrigerant channel is arranged in the refrigerant loop (1), the cooling channel is arranged in the cooling loop (2), and the second heat exchanger (106) is used for conducting heat between the refrigerant loop (1) and the cooling loop (2).

3. The thermal management system of claim 2, wherein the heat generating component comprises a battery (202),

Under the super-charge or fast-charge condition, the second valve (302) is controlled to be opened, high-temperature refrigerant discharged by the compressor (102) flows into the external heat exchanger (104) and the first heat exchanger (105) which are connected in parallel to dissipate heat, and low-temperature refrigerant after heat dissipation flows through the second heat exchanger (106) to cool the battery (202); or alternatively

Under the super-charge or fast-charge scene, the first valve (301) and the second valve (302) are controlled to be opened, the refrigerant discharged by the compressor (102) flows into the external heat exchanger (104) and the first heat exchanger (105) which are connected in parallel to dissipate heat, the low-temperature refrigerant after heat dissipation is divided into two paths, one path flows through the second heat exchanger (106) to cool the battery (202), and the other path flows through the evaporator (107) to refrigerate a passenger cabin.

4. A thermal management system according to claim 2 or 3, wherein the heat generating component comprises a battery (202) and an electric motor (203), the cooling circuit (2) further comprising at least one multi-way valve and the second heat exchanger (106);

the at least one multi-way valve is used for switching the working modes of the cooling circuit (2) so that the battery (202) and the motor (203) are connected in series in the same cooling circuit (2) or the battery (202) and the motor (203) are respectively located in a battery cooling circuit and a motor cooling circuit which operate independently of each other.

5. The thermal management system of claim 4, wherein the at least one multi-way valve comprises a first four-way valve (204) and a second four-way valve (205);

The cooling interfaces at two ends of the battery (202) are respectively connected with the first four-way valve (204) and the second four-way valve (205);

the interfaces at two ends of the cooling channel of the second heat exchanger (106) are respectively connected with the first four-way valve (204) and the second four-way valve (205);

One end of the first heat exchanger (105) is connected with the first four-way valve (204), and the other end of the first heat exchanger (105) is connected with the second four-way valve (205) through the motor (203);

And two ends of the radiator (201) are respectively connected with the first four-way valve (204) and the second four-way valve (205).

6. The thermal management system according to claim 5, wherein in a super-or fast-charge scenario, the first four-way valve (204) and the second four-way valve (205) are controlled such that the cooling circuit (2) is divided into a battery cooling circuit and a motor cooling circuit independent of each other,

The battery cooling circuit comprises the battery (202) and the second heat exchanger (106), and the refrigerant circuit (1) absorbs heat from the battery cooling circuit through the second heat exchanger (106) to cool the battery (202);

The motor cooling circuit comprises the first heat exchanger (105), the radiator (201) and the motor (203);

the refrigerant loop (1) radiates heat through the external heat exchanger (104) and the first heat exchanger (105) which are connected in parallel, wherein the external heat exchanger (104) radiates heat into air, the first heat exchanger (105) conducts heat to the motor cooling loop, and the heat radiator (201) in the motor cooling loop radiates heat into air.

7. The thermal management system of claim 5, wherein the plurality of control valves further comprises a third valve (303) and a fourth valve (304), the third valve (303) being disposed on a refrigerant branch between an outlet of the compressor (102) and an inlet of the internal condenser (103), the fourth valve (304) being disposed on a refrigerant branch between a parallel branch of the external heat exchanger (104) and the first heat exchanger (105) and the outlet of the compressor (102);

Under a heating scene, the third valve (303) is opened, the fourth valve (304) is closed, the refrigerant output by the compressor (102) enters the built-in condenser (103) through the third valve (303) to release heat, then is divided into two paths, one path enters the gas-liquid separator (101) through the second heat exchanger (106), and the other path enters the gas-liquid separator (101) through the external heat exchanger (104) and the first heat exchanger (105) which are connected in parallel.

8. The thermal management system according to claim 7, wherein the refrigerant circuit (1) further comprises a pressure sensor, which is arranged at an inlet side of the compressor (102);

The refrigerant loop (1) further comprises a bypass branch (108), wherein the bypass branch (108) is used for connecting an outlet of the compressor (102) and an inlet of a refrigerant channel of the second heat exchanger (106);

the plurality of control valves further comprises a fifth valve (305), the fifth valve (305) being arranged on the bypass branch (108);

When the pressure sensor detects that the inlet side pressure of the compressor (102) is lower than a set pressure threshold value, the fifth valve (305) is opened, so that part of refrigerant discharged by the compressor (102) enters an inlet of the gas-liquid separator (101) through the bypass branch (108) and a refrigerant channel of the second heat exchanger (106).

9. The thermal management system according to claim 7 or 8, wherein in a heating scenario, the first four-way valve (204) and the second four-way valve (205) are controlled such that the battery (202), the motor (203) and the first heat exchanger (105) are connected in series in the same cooling circuit, and when the second heat exchanger (106) and the heat sink (201) are connected in series in another cooling circuit, the battery (202) and the motor (203) input heat to the refrigerant circuit (1) via the first heat exchanger (105), the heat sink (201) inputs heat in air to the refrigerant circuit (1) via the second heat exchanger (106),

Or the battery (202) and the second heat exchanger (106) are connected in series in the same cooling circuit, the motor (203) and the first heat exchanger (105) are connected in series in another cooling circuit, the battery (202) inputs heat to the refrigerant circuit (1) through the second heat exchanger (106), and the motor (203) inputs heat to the refrigerant circuit (1) through the first heat exchanger (105).

10. The thermal management system of claim 8, wherein,

The plurality of control valves further comprising a sixth valve (306) and a seventh valve (307), the sixth valve (306) being arranged in a refrigerant branch between the outlet of the internal condenser (103) and the inlet of the first heat exchanger (105), the seventh valve (307) being arranged in a refrigerant branch between the outlet of the internal condenser (103) and the inlet of the external heat exchanger (104),

The fifth valve (305) is opened, the sixth valve (306) and the seventh valve (307) are closed, so that part of refrigerant discharged by the compressor (102) enters an inlet of the gas-liquid separator (101) through the bypass branch (108) and a refrigerant channel of the second heat exchanger (106), and the rest of refrigerant discharged by the compressor (102) sequentially flows through the built-in condenser (103) and the refrigerant channel of the second heat exchanger (106) and then enters the gas-liquid separator (101).

11. The thermal management system of claim 7, wherein the plurality of control valves further comprises a sixth valve (306) and a seventh valve (307), the sixth valve (306) being disposed in a refrigerant branch between the outlet of the internal condenser (103) and the inlet of the first heat exchanger (105), the seventh valve (307) being disposed in a refrigerant branch between the outlet of the internal condenser (103) and the inlet of the external heat exchanger (104),

The refrigerant loop (1) also comprises a temperature and pressure sensor which is arranged at the outlet sides of the radiator (201) and the external heat exchanger (104),

When one of the radiator (201) and the external heat exchanger (104) is detected to have a frosting tendency through the temperature and pressure sensor in a heating scene, the sixth valve (306) or the seventh valve (307) is closed, so that the radiator (201) and the external heat exchanger (104) alternately work.

12. A vehicle, characterized by comprising:

the thermal management system of any one of claims 1 to 11.