CN114771206A

CN114771206A - Thermal management system and vehicle

Info

Publication number: CN114771206A
Application number: CN202210507684.9A
Authority: CN
Inventors: 王伟; 李宏远; 张东斌; 游宇
Original assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Current assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Priority date: 2022-05-10
Filing date: 2022-05-10
Publication date: 2022-07-22

Abstract

The application discloses a thermal management system and a vehicle. The thermal management system is used for a vehicle and comprises a compressor, a water-cooled condenser, a first stop valve, a battery cooler, a first throttling device, a second throttling device, a warm air core, a valve assembly, a pump assembly and a battery. When the first compressor is started, the first pump is started and/or the second pump is started, the first throttling device is in a throttling state, the second throttling device is in a first throttling state, the first stop valve is opened, the valve assembly is communicated with the first pump and the warm air core body, and/or the valve assembly is communicated with the second pump and the battery cooler, heating of the passenger compartment and/or the battery can be achieved. The arrangement of the first throttling device can enable the compressor to be sucked through the part of the exhaust loop to supplement enthalpy, the pressure of a low-pressure side refrigerant is improved, the heating requirement can be met while the vehicle can be normally started under the extremely low-temperature climate condition, the energy consumption is reduced, and the structure is simple so as to save the manufacturing cost.

Description

Thermal management system and vehicle

Technical Field

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

Background

It can be understood that the new energy automobile is popularized in a large range at present, and in order to solve the problems of energy consumption increase and mileage decay at low temperature, the heat pump technology is gradually popularized on the new energy automobile. In the related art, it is difficult for a vehicle to satisfy the heating requirement of a passenger compartment or a battery under the working condition of an extremely low temperature of-30 ℃.

Disclosure of Invention

The embodiment of the application provides a thermal management system and a vehicle.

The thermal management system provided by the embodiment of the application is used for a vehicle and comprises a compressor, a water-cooled condenser, a first stop valve, a battery cooler, a first throttling device, a second throttling device, a warm air core body, a valve assembly, a pump assembly and a battery;

the compressor is connected with a refrigerant input end of the water-cooled condenser and the first throttling device, a refrigerant output end of the water-cooled condenser is connected with the first stop valve, the second throttling device is connected with the first stop valve and a refrigerant input end of the battery cooler, and a refrigerant output end of the battery cooler is connected with the compressor;

the pump assembly comprises a first pump and a second pump, the first pump is connected with the water-cooled condenser and the valve assembly, the second pump is connected with the valve assembly and the battery, the warm air core is connected with the water-cooled condenser and the valve assembly, and the battery cooler is connected with the battery and the valve assembly;

when the first compressor is turned on, the first pump is turned on and/or the second pump is turned on, the first throttle device is in a throttle state, the second throttle device is in a first throttle state, the first cutoff valve is opened, the valve assembly communicates the first pump with the warm air core, and/or the valve assembly communicates the second pump with the battery cooler,

one path of the refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the first stop valve, the second throttling device and the battery cooler and then flows back into the compressor; the other path of the refrigerant flows back into the compressor after passing through the first throttling device;

the first pump conveys cooling liquid to the water-cooled condenser and the warm air core, and a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser, so that the warm air core heats a passenger compartment of the vehicle and/or;

the second pump conveys cooling liquid to the battery, a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser, and the heated cooling liquid is conveyed into the battery cooler to heat the cooling liquid flowing through the battery, so that the battery is heated.

In some embodiments, when the first compressor is on, the first pump is on, the second pump is on, the first throttle device is in a closed state, the second throttle device is in a second throttle state, the first shut-off valve is open, the valve assembly communicates the first pump with the warm air core, and the valve assembly also communicates the second pump with the battery cooler,

the opening degree of the second throttling device in the second throttling state is smaller than that in the first throttling state,

the refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the first stop valve, the second throttling device and the battery cooler and then flows back into the compressor;

the first pump conveys cooling liquid to the water-cooled condenser and the warm air core, and a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser, so that the warm air core heats a passenger compartment of the vehicle;

and the second pump is used for conveying cooling liquid to the battery, and a refrigerant flows through the battery cooler under the action of the compressor to cool the cooling liquid flowing through the battery cooler, so that the battery is cooled.

In certain embodiments, the thermal management system comprises a third throttling device, an outdoor heat exchanger, a first check valve, an evaporator, and a fourth throttling device, the third throttling device connecting the water cooled condenser and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger, the fourth throttling device, and the second throttling device, the evaporator connecting the compressor and the fourth throttling device;

in the case where the compressor is open, the valve assembly and the pump assembly are all closed, the first throttle device is in a closed state, the second throttle device is in a closed state, the third throttle device is in a fully open state, the fourth throttle device is in a throttle state, the first shut-off valve is closed, and the first check valve is open,

and a refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger for cooling, and the cooled refrigerant flows through the evaporator for evaporation and heat absorption so as to refrigerate the passenger compartment of the vehicle.

In certain embodiments, with the compressor on, the first pump off, the second pump on, the first throttling device in a closed state, the second throttling device in a throttled state, the third throttling device in a fully open state, the fourth throttling device in a throttled state, the first shut-off valve closed, the first check valve open, and the valve assembly communicating the second pump with the coolant input of the battery cooler,

after the refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the third throttling device and the first one-way valve, one path of refrigerant flows back to the compressor after passing through the second throttling device and the battery cooler, and the other path of refrigerant flows back to the compressor after passing through the fourth throttling device and the evaporator;

the second pump conveys cooling liquid to the battery and then flows through the battery cooler, the cooling medium flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled, when one part of the cooled cooling medium flows through the battery cooler, the cooling medium exchanges heat with the cooling liquid flowing through the battery cooler to cool the cooling liquid, so that the battery is cooled, and the other part of the cooled cooling medium flows into the evaporator to evaporate and absorb heat to refrigerate a passenger compartment of the vehicle.

In certain embodiments, with the compressor on, the first pump off, the second pump on, the first throttle device off, the second throttle device in a throttled state, the third throttle device in a fully open state, the fourth throttle device in a closed state, the first shut-off valve closed, the first check valve open, and the valve assembly communicating the second pump with the coolant input of the battery cooler,

the refrigerant flowing out of the compressor flows back to the compressor after sequentially passing through the water-cooled condenser, the third throttling device, the outdoor heat exchanger, the first one-way valve, the second throttling device and the battery cooler;

the second pump conveys cooling liquid to the battery and then flows through the battery cooler, the cooling medium flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger for cooling, and the cooled cooling medium exchanges heat with the cooling liquid flowing through the battery cooler when flowing through the battery cooler so as to cool the cooling liquid, so that the battery is cooled.

In certain embodiments, with the compressor on, the first pump on, the second pump on, the first throttle device in a closed state, the second throttle device in a throttled state, the third throttle device in a fully open state, the fourth throttle device in a closed state, the first shut-off valve closed, the first check valve open, the valve assembly communicating the first pump with the warm air core, and the valve assembly communicating the second pump with the coolant input of the battery cooler,

the second pump conveys the cooling liquid flowing through the battery to the battery cooler, the first pump conveys the cooling liquid to the warm air core body, a cooling medium flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled so as to deice the outdoor heat exchanger, the cooled cooling medium enters the battery cooler to perform heat exchange with the cooling liquid flowing through the battery cooler so as to absorb heat and evaporate, the evaporated cooling medium flows into the compressor from the cooling medium output end of the battery cooler, and the temperature of the cooling liquid flowing through the water-cooled condenser is higher than that of the cooling medium flowing through the water-cooled condenser.

In some embodiments, with the compressor on, the first pump on, the second pump off, the first throttle device in a closed state, the second throttle device in a closed state, the third throttle device in a throttle state, the fourth throttle device in a closed state, the first shut-off valve closed, and the valve assembly communicating the first pump and the warm air core,

the refrigerant flowing out of the compressor is cooled in the water-cooled condenser to heat the coolant flowing through the water-cooled condenser, the heated coolant flows into the warm air core to heat the passenger compartment of the vehicle, the refrigerant cooled in the water-cooled condenser can flow through the outdoor heat exchanger and the evaporator, and absorbs heat and evaporates when flowing through the evaporator to condense the humid air in the passenger compartment to dehumidify the passenger compartment.

In certain embodiments, the thermal management system comprises a third throttling device, an outdoor heat exchanger, and a second shutoff valve, the third throttling device connecting the water-cooled condenser and the outdoor heat exchanger, the second shutoff valve connecting the outdoor heat exchanger and the compressor, and the second throttling device connecting the outdoor heat exchanger and the second shutoff valve;

when the compressor is on, the first pump is on, the second pump is off, the first throttling device is in a state of being closed, the second throttling device is in a state of being closed, the third throttling device is in a state of being throttled, the first stop valve is in a state of being closed, the second stop valve is in a state of being opened, and the valve assembly is communicated with the first pump and the warm air core,

the refrigerant flowing out of the compressor flows through the water-cooled condenser, the third throttling device, the outdoor heat exchanger and the second stop valve in sequence and then flows back to the compressor;

the first pump conveys cooling liquid to the water-cooled condenser and the warm air core body, a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser, and the heated cooling liquid flows into the warm air core body to heat a passenger compartment of the vehicle.

In certain embodiments, the pump assembly further comprises a third pump, the thermal management system further comprises a third throttling device, an outdoor heat exchanger, a first check valve, a radiator and a drive component, the third throttling device connects the first shut-off valve, the water-cooled condenser and the outdoor heat exchanger, the first check valve connects the first shut-off valve, the outdoor heat exchanger and the second throttling device, the outdoor heat exchanger connects the third throttling device, the radiator connects the valve assembly and the drive component, the third pump connects the valve assembly and the drive component;

in a case where the compressor is on, the first pump is on, the second pump is on, the third pump is on, the first throttle device is in a closed state, the second throttle device is in a throttle state, the third throttle device is in a throttle state, the first cutoff valve is closed, the first check valve is open, the valve assembly communicates the warm air core and the third pump, and also communicates the radiator and the first pump,

the refrigerant flowing out of the compressor flows through the water-cooled condenser, the third throttling device, the outdoor heat exchanger, the first one-way valve, the second throttling device and the battery cooler in sequence and then flows back to the compressor;

the second pump is used for conveying cooling liquid to the battery and the battery cooler, the third pump and/or the first pump is used for conveying cooling liquid to the water-cooled condenser, a refrigerant flowing out of the compressor is cooled in the water-cooled condenser for the first time, the refrigerant after the first cooling can flow through the outdoor heat exchanger for the second cooling, the refrigerant after the second cooling can flow through the battery cooler for evaporation and heat absorption so as to cool the cooling liquid flowing through the battery cooler, and the cooled cooling liquid is conveyed to the battery by the second pump so as to cool the battery.

In certain embodiments, with the compressor off, the first pump off, the second pump on, the third pump on, the first throttle in a closed state, the second throttle in a closed state, the third throttle in a closed state, the first shut off valve closed, the first one-way valve closed, the valve assembly communicating the radiator and the battery cooler and the battery and the drive component,

the second pump and the third pump deliver the cooling liquid to the battery and then enter the driving part through the valve assembly, the cooling liquid flows through the driving part and then enters the radiator for cooling, and the cooling liquid flowing out of the radiator further flows back to the second pump and the third pump through the valve assembly.

In certain embodiments, with the compressor off, the first pump off, the second pump on, the third pump on, the first throttle in a closed state, the second throttle in a closed state, the third throttle in a closed state, the first shut off valve closed, the first one-way valve closed, the valve assembly communicating the drive member and the third pump, and the valve assembly communicating the second pump and the battery cooler,

the second pump and the third pump deliver cooling liquid to the driving component to absorb heat of the driving component, and the heated cooling liquid flows through the battery to preserve heat of the battery.

In certain embodiments, the thermal management system further comprises a third throttling device, an outdoor heat exchanger, a first check valve, and a drive component, the pump assembly further comprises a third pump, the third throttling device connects the first shut-off valve, the water-cooled condenser, and the outdoor heat exchanger, the first check valve connects the first shut-off valve, the outdoor heat exchanger, and the second throttling device, the outdoor heat exchanger connects the third throttling device, and the third pump connects the valve assembly and the drive component;

in a case where the compressor is on, the first pump is on, the second pump is on, the third pump is on, the first throttle device is in a closed state, the second throttle device is in a throttle state, the third throttle device is in a throttle state, the first stop valve is closed, the first check valve is open and a valve assembly communicates the battery cooler and the third pump, and communicates the second pump and the driving member, the valve assembly further communicates the first pump and the warm air core,

the second pump and the third pump convey the coolant heated by the driving part and the battery to the battery cooler, the first pump conveys the coolant to the water-cooled condenser and the warm air core body, a coolant is cooled under the action of the compressor when flowing through the water-cooled condenser so as to heat the coolant flowing through the water-cooled condenser, and therefore the warm air core body heats the passenger compartment of the vehicle, and the cooled coolant can flow through the battery cooler so as to absorb the heat of the coolant flowing through the battery cooler for evaporation.

The vehicle provided by the embodiment of the application comprises the thermal management system and the vehicle body of any embodiment. The thermal management system is mounted on the vehicle body.

In the heat management system and the vehicle provided by the embodiment of the application, the arrangement of the first throttling device can enable the compressor to be sucked through the part of the exhaust loop for enthalpy compensation, the pressure of a low-pressure side refrigerant is improved, the heating requirement can be met while the vehicle can be normally started under the extreme low-temperature climate condition, the energy consumption is reduced, and the structure is simple so as to save the manufacturing cost.

Additional aspects and advantages of the present application 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 present application.

Drawings

The above and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

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

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

FIG. 3 is a further schematic diagram of the thermal management system of an embodiment of the present application;

FIG. 4 is a further schematic illustration of a thermal management system according to an embodiment of the present application;

FIG. 5 is a schematic illustration of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 6 is a schematic representation of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 7 is a schematic illustration of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 8 is a schematic illustration of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 9 is a further schematic illustration of a thermal management system according to an embodiment of the present application;

FIG. 10 is a schematic illustration of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 11 is a schematic illustration of yet another configuration of a thermal management system in accordance with an embodiment of the present application;

FIG. 12 is a further schematic illustration of a thermal management system in accordance with an embodiment of the present application;

FIG. 13 is a further schematic illustration of a thermal management system according to an embodiment of the present application;

fig. 14 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Description of the main element symbols:

a heat management system 100, a compressor 101, a water-cooled condenser 102, a battery cooler 103, a warm air core 104, a battery 105, a gas-liquid separator 106, an outdoor heat exchanger 107, a radiator 108, a driving part 109, an evaporator 110, and a fan 111;

a first cut-off valve 121, a second cut-off valve 122, a first throttle device 131, a second throttle device 132, a third throttle device 133, a fourth throttle device 134;

valve assembly 14, four-way valve 141, five-way valve 142, pump assembly 15, first pump 151, second pump 152, third pump 153, first check valve 161, second check valve 162, and,

Vehicle 1000, vehicle body 200.

Detailed Description

Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present application and are not to be construed as limiting the present application.

In the description of the present application, it is to 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," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the present application and for simplicity in description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated in a particular manner, and are not to be construed as limiting the present application. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to implicitly indicate the number of technical features indicated. Thus, features defined as "first" and "second" may explicitly or implicitly include one or more of the described features. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be mechanically, electrically or may be in communication with each other; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In this application, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation of the first and second features not being in direct contact, but being in contact with another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The following disclosure provides many different embodiments or examples for implementing different features of the application. To simplify the disclosure of the present application, specific example components and arrangements are described below. Of course, they are merely examples and are not intended to limit the present application. Moreover, the present application may repeat reference numerals and/or letters in the various examples, such repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, examples of various specific processes and materials are provided herein, but one of ordinary skill in the art may recognize applications of other processes and/or use of other materials.

Referring to fig. 1, the thermal management system 100 according to the embodiment of the present application is applied to a vehicle 1000 (as shown in fig. 14), and the thermal management system 100 includes a compressor 101, a water-cooled condenser 102, a first stop valve 121, a battery cooler 103, a first throttling device 131, a second throttling device 132, a warm air core 104, a valve assembly 14, a pump assembly 15, and a battery 105.

The compressor 101 is connected with the refrigerant input end of the water-cooled condenser 102 and the first throttling device 131, the refrigerant output end of the water-cooled condenser 102 is connected with the first stop valve 121, the second throttling device 132 is connected with the first stop valve 121 and the refrigerant input end of the battery cooler 103, and the refrigerant output end of the battery cooler 103 is connected with the compressor 101.

The pump assembly 15 includes a first pump 151 and a second pump 152, the first pump 151 connecting the water cooled condenser 102 and the valve assembly 14, the second pump 152 connecting the valve assembly 14 and the battery 105, the warm air core 104 connecting the water cooled condenser 102 and the valve assembly 14, and the battery cooler 103 connecting the battery 105 and the valve assembly 14.

When the first compressor 101 is started, the first pump 151 is started and/or the second pump 152 is started, the first throttling device 131 is in a throttling state, the second throttling device 132 is in a first throttling state, the first stop valve 121 is opened, the valve assembly 14 is communicated with the first pump 151 and the warm air core 104, and/or the valve assembly 14 is communicated with the second pump 152 and the cooling liquid output end of the battery cooler 103, one path of the cooling medium flowing out of the compressor 101 sequentially passes through the water-cooled condenser 102, the first stop valve 121, the second throttling device 132 and the battery cooler 103 and then flows back to the compressor 101; the other path of the refrigerant flows back to the compressor 101 through the first throttle device 131.

The first pump 151 delivers the coolant to the water-cooled condenser 102 and the warm air core 104, the coolant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the coolant flowing through the water-cooled condenser 102, so that the warm air core 104 heats the passenger compartment of the vehicle 1000, and/or the second pump 152 delivers the coolant to the battery 105, the coolant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the coolant flowing through the water-cooled condenser 102, and the heated coolant is delivered to the battery cooler 103 to heat the coolant flowing through the battery 105, so that the battery 105 is heated.

The vehicle 1000 according to the embodiment of the present application may be a hybrid vehicle or an electric vehicle, that is, the thermal management system 100 according to the embodiment of the present application may be used for a hybrid vehicle or an electric vehicle. Thermal management system 100 may include a battery 105 and a drive component 109. The battery 105 may be used to provide power to a hybrid vehicle or an electric vehicle. In the present embodiment, the driving part 109 may include electronic components for driving and controlling the vehicle 1000, such as a driving motor and a motor controller.

It can be understood that the new energy automobile is popularized in a large range at present, and in order to solve the problems of energy consumption increase and mileage decay at low temperature, the heat pump technology is gradually popularized on the new energy automobile. In the related art, it is difficult for the vehicle 1000 to satisfy the heating requirement of the passenger compartment or the battery 105 under the operating condition of the extremely low temperature of-30 ℃.

In the thermal management system 100 and the vehicle 1000 provided in the embodiment of the present application, the arrangement of the first throttling device 131 enables the partial exhaust loop to supplement enthalpy for air suction of the compressor 101, so as to increase pressure of a low-pressure side refrigerant, ensure that the vehicle 1000 can be started normally under an extreme low-temperature climate condition, and simultaneously meet heating requirements, reduce energy consumption, and have a simple structure to save manufacturing cost.

In such embodiments, the thermal management system 100 may have a first mode of operation, i.e., a heating mode at ultra-low temperatures.

In certain embodiments, the thermal management system 100 may further include a gas-liquid separator 106, the gas-liquid separator 106 being connected at an inlet of the compressor 101. In certain embodiments, the thermal management system 100 may further include an outdoor heat exchanger 107, a radiator 108, a drive component 109, an evaporator 110, a third throttling device 133, a fourth throttling device 134, a second shutoff valve 122, a first check valve 161, and a second check valve 162. The pump assembly 15 may also include a third pump 153. The heat sink 108 is connected to the valve assembly 14 and the driving part 109. The outdoor heat exchanger 107 is connected with the third throttling device 133, the first check valve 161, and the second cut-off valve 122. And the second cut-off valve 122 is connected to the compressor 101 through the gas-liquid separator 106. The first check valve 161 is also connected to the second shut-off valve 122, the fourth throttle device 134 and the second throttle device 132. The third throttling device 133 is also connected to the first cut-off valve 121 and the water-cooled condenser 102. The third pump 153 connects the valve assembly 14 and the driving part 109, and the driving part 109 is also connected with the valve assembly 14. The evaporator 110 is connected to the fourth throttle 134 and the second check valve 162, and the second check valve 162 is connected to the cell cooler 103 and the gas-liquid separator 106.

In some embodiments, in addition to the first throttling device 131 and the second throttling device 132, the thermal management system 100 may further include a third throttling device 133 and a fourth throttling device 134, and it should be noted that in the embodiments, the throttling devices may have three states, i.e., a fully open state, a throttling state, and a closed state, in which the throttling devices allow all of the refrigerant to directly pass through, in which the throttling devices throttle the refrigerant, and in which the throttling devices do not allow the refrigerant to pass through.

In certain embodiments, valve assembly 14 may include a four-way valve 141 and a five-way valve 142. A first end a1 of the four-way valve 141 is connected to the warm air core 104, a second end a2 of the four-way valve 141 is connected to the first pump 151, a third end a3 of the four-way valve 141 is connected to the radiator 108, and a fourth end a4 of the four-way valve 141 is connected to the five-way valve 142. The first end b1 of the five-way valve 142 is connected to the radiator 108 and the driving member 109, the second end b2 of the five-way valve 142 is connected to the third pump 153, the third end b3 of the five-way valve 142 is connected to the second pump 152, the fourth end b4 of the five-way valve 142 is connected to the battery cooler 103, and the fifth end b5 of the five-way valve 142 is connected to the fourth end b4 of the four-way valve 141.

Specifically, in the first operation mode, the first end a1 of the four-way valve 141 is communicated with the second end a2, and the third end b3 of the five-way valve 142 is communicated with the fourth end b 4. Specifically, the refrigerant is output from the compressor 101, one path of refrigerant passes through the water-cooled condenser 102 to transfer heat to the coolant in the water-cooled condenser 102, the refrigerant flowing out of the water-cooled condenser 102 enters the battery cooler 103 through the first stop valve 121 and the second throttling device 132, and then flows into the gas-liquid separator 106 and flows back to the compressor 101 for the next cycle; the other path of refrigerant flows back to the gas-liquid separator 106 from the first throttling device 131 and flows back to the compressor 101 for the next cycle, and the part of refrigerant supplements medium-pressure gas in a compression middle cavity of the compressor 101, so that the exhaust gas volume is increased, the exhaust gas temperature is reduced, the heating capacity is improved, and the compressor 101 of the thermal management system 100 can provide enough heating capacity in an extremely low temperature environment.

With the first pump 151 turned on, the first pump 151 circularly delivers the coolant to the water cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The heat-released coolant flows out of the warm air core 104, then flows from the first end a1 of the four-way valve 141 to the second end a2, and flows out of the second end a2 to the first pump 151 for the next cycle. It is to be noted that the arrows in fig. 1 indicate the flow direction of the coolant and the refrigerant.

When the second pump 152 is turned on, the second pump 152 may output the cooling fluid to the battery cooler 103, and since the pressure of the refrigerant throttled by the second throttling device 132 may be increased by exhausting the air from the compressor 101, the cooling fluid flowing through the battery cooler 103 may be heated, the heated cooling fluid may flow to the battery 105, and the cooling fluid may transfer heat absorbed from the driving part 109 to the battery 105 to heat the battery 105. The coolant may then flow from the third end b3 to the fourth end b4 of the five-way valve 142 and then to the second pump 152 to complete the cycle. It is to be noted that the direction of the arrows in fig. 1 represents the flow direction of the cooling liquid.

It should be noted that the activation of the first pump 151 and the second pump 152 may be controlled according to actual requirements. In some embodiments, in the first operation mode, the first pump 151 is turned on and the second pump 152 is turned off, so that heating of the passenger compartment in a very low temperature environment can be achieved. In some embodiments, in the first operation mode, the first pump 151 is turned off and the second pump 152 is turned on, so that heating of the battery 105 in a very low temperature environment can be achieved. In some embodiments, in the first mode of operation, both the first pump 151 and the second pump 152 are activated, thereby allowing heating of the passenger compartment and the battery 105 in a very low temperature environment.

Referring to fig. 1, an external temperature sensor 211 may be further disposed on the heat dissipation module formed by the outdoor heat exchanger 107 and the heat sink 108 for detecting the temperature outside the passenger compartment. A first temperature sensor 212 is further disposed at an outlet of the outdoor heat exchanger 107 for detecting an outlet temperature of the outdoor heat exchanger 107, a second temperature sensor 213 is further disposed at an outlet of the compressor 101 for detecting a temperature at the outlet of the compressor 101, and a low pressure sensor 214 is further disposed at an inlet of the gas-liquid separator 106 for detecting a pressure of the refrigerant returning to the gas-liquid separator 106 and the compressor 101. A surface temperature sensor 215 for detecting the surface temperature of the evaporator 110 is also provided on the surface of the evaporator 110. At the outlet of the evaporator 110, a third temperature sensor 216 is provided for detecting the surface temperature at the outlet of the evaporator 110. A first water temperature sensor 217 is further provided at the outlet of the battery 105 for detecting the temperature of the coolant flowing out of the battery 105. A fourth temperature sensor 218 is provided at a cooling medium output end of battery cooler 103, and detects a temperature of the cooling medium flowing out of battery cooler 103. At the inlet of the driving part 109, there is also provided a second water temperature sensor 219 for detecting the temperature of the coolant flowing into the driving part 109. The water cooled condenser 102 is further provided with a pressure and temperature sensor 220 for monitoring the temperature and pressure of the refrigerant flowing out of the water cooled condenser 102.

Referring to fig. 2, in some embodiments, when the first compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a second throttling state, the first stop valve 121 is opened, the valve assembly 14 communicates the first pump 151 and the heater core 104, and the valve assembly 14 is further connected to the second pump 152 and the battery cooler 103, the opening degree of the second throttling device 132 in the second throttling state is smaller than that in the first throttling state.

The refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the first stop valve 121, the second throttle device 132, and the battery cooler 103 in this order, and then flows back into the compressor 101. The first pump 151 delivers the coolant to the water cooled condenser 102 and the warm air core 104, and the refrigerant flows through the water cooled condenser 102 under the action of the compressor 101 to heat the coolant flowing through the water cooled condenser 102, so that the warm air core 104 heats the passenger compartment of the vehicle 1000. The second pump 152 supplies the coolant to the battery 105, and the coolant flows through the battery cooler 103 by the compressor 101 to cool the coolant flowing through the battery cooler 103, thereby cooling the battery 105.

In this way, the refrigerant enters the battery cooler 103 to be cooled by the compressor 101, and the cooled refrigerant flows into the evaporator 110 to evaporate and absorb heat, thereby cooling the passenger compartment of the vehicle 1000. The coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000.

In such embodiments, the thermal management system 100 may have a second mode of operation, which is a battery 105 cooling and passenger compartment heating mode.

Specifically, in the second operation mode, the first end a1 of the four-way valve 141 is communicated with the second end a2, and the third end b3 of the five-way valve 142 is communicated with the fourth end b 4. The refrigerant is output from the compressor 101, the refrigerant transfers heat to the coolant in the water-cooled condenser 102 when flowing through the water-cooled condenser 102, then passes through the first stop valve 121 and the second throttling device 132, the opening degree of the second throttling device 132 is small at this time, the refrigerant flowing into the battery cooler 103 and the coolant perform heat exchange, absorb heat and gasify to cool the battery 105, the gasified refrigerant flows out through the refrigerant output end of the battery cooler 103 and enters the gas-liquid separator 106, and finally returns to the compressor 101 to perform the next circulation.

Meanwhile, the first pump 151 circularly delivers the coolant to the water cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The heat-released coolant flows out of the warm air core 104, then flows from the first end a1 of the four-way valve 141 to the second end a2, and flows out of the second end a2 to the first pump 151 for the next cycle.

The second pump 152 may output the cooling fluid to the battery cooler 103, and the cooling fluid flowing through the battery cooler 103 may be cooled, and the cooled cooling fluid may flow to the battery 105 to cool the battery 105. The coolant may then flow from entering the battery cooler 103, through the fourth end b4 of the five-way valve 142 to the third end b3, and then to the second pump 152 for the next time. It is to be noted that the direction of the arrows in fig. 2 represents the flow direction of the cooling liquid.

Referring to fig. 3, in some embodiments, the thermal management system 100 includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161, an evaporator 110 and a fourth throttling device 134, the third throttling device 133 connects the water-cooled condenser 102 and the outdoor heat exchanger 107, the first check valve 161 connects the first stop valve 121, the outdoor heat exchanger 107, the fourth throttling device 134 and the second throttling device 132, and the evaporator 110 connects the compressor 101 and the fourth throttling device 134.

When the compressor 101 is turned on, the valve assembly 14 and the pump assembly 15 are all turned off, the first throttling device 131 is in a closed state, the second throttling device 132 is in a closed state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a throttling state, the first stop valve 121 is closed, and the first check valve 161 is opened, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, and the cooled refrigerant flows into the evaporator 110 to be evaporated and absorb heat to cool the passenger compartment of the vehicle 1000.

In this way, the refrigerant enters the outdoor heat exchanger 107 to be cooled by the compressor 101, and the cooled refrigerant flows into the evaporator 110 to be evaporated and absorb heat, thereby cooling the passenger compartment of the vehicle 1000.

In such embodiments, the thermal management system 100 may have a third mode of operation, which is a single air conditioning cooling mode, to achieve cooling of the passenger compartment.

Specifically, in the third operation mode, the refrigerant is output from the compressor 101, and after flowing through the water-cooled condenser 102 (when the first pump 151 is turned off, the water-cooled condenser 102 does not substantially exchange heat), the refrigerant enters the outdoor heat exchanger 107 through the third throttling device 133 to be liquefied and release heat, and then enters the evaporator 110 through the first one-way valve 161 and the fourth throttling device 134, the evaporator 110 cools the passenger compartment, that is, the refrigerant in the evaporator 110 can absorb heat of the passenger compartment, the refrigerant absorbs heat and then is gasified, the gasified refrigerant flows out from the evaporator 110, and the refrigerant flows out to the gas-liquid separator 106 and then returns to the compressor 101 to perform the next cycle. Note that the direction of the arrow in fig. 3 represents the flow direction of the refrigerant.

Referring to fig. 4, in some embodiments, when the compressor 101 is turned on, the first pump 151 is turned off, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a throttling state, the first stop valve 121 is closed, the first check valve 161 is opened, and the valve assembly 14 communicates with the second pump 152 and the coolant input end of the battery cooler 103, after the coolant flowing out of the compressor 101 passes through the water-cooled condenser 102, the third throttling device 133 and the first check valve 161 in sequence, one path of the coolant passes through the second throttling device 132 and the battery cooler 103 and then flows back to the compressor 101, and the other path of the coolant passes through the fourth throttling device 134 and the evaporator 110 and then flows back to the compressor 101.

The second pump 152 delivers the coolant to the battery 105 and then flows through the battery cooler 103, the coolant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, a part of the cooled coolant flows through the battery cooler 103 and exchanges heat with the coolant flowing through the battery cooler 103 to cool the coolant, so as to cool the battery 105, and the other part of the cooled coolant flows into the evaporator 110 to evaporate and absorb heat to cool the passenger compartment of the vehicle 1000.

In this manner, a dual cooling mode for cooling the passenger compartment and for cooling the battery 105 may be implemented.

In such an embodiment, the thermal management system 100 may have a fourth operating mode, which is a dual cooling mode of air conditioning and cooling of the battery 105, so that cooling of the passenger compartment and the battery 105 may be achieved. Specifically, in the fourth operation mode, the refrigerant is output from the compressor 101, and after passing through the water-cooled condenser 102 (when the first pump 151 is turned off, the water-cooled condenser 102 does not substantially exchange heat), the refrigerant enters the outdoor heat exchanger 107 through the third throttling device 133, is liquefied and releases heat, and then flows to the first check valve 161.

A part of the refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 exchanges heat with the coolant to absorb heat and gasify to cool the battery 105, and the gasified refrigerant flows out through the refrigerant output end of the battery cooler 103, enters the gas-liquid separator 106, and finally returns to the compressor 101 to perform the next cycle.

The other part of the refrigerant flowing out of the first check valve 161 enters the evaporator 110 through the fourth throttle device 134, the refrigerant flowing into the evaporator 110 exchanges heat with air in the vehicle interior passenger compartment in the evaporator 110 to absorb heat and gasify the refrigerant to cool the vehicle interior air, and the gasified refrigerant flows out of the evaporator 110, enters the gas-liquid separator 106, and finally returns to the compressor 101 to perform the next cycle. That is, the two refrigerants branched from the first check valve 161 may be finally merged into the gas-liquid separator 106, and then enter the compressor 101 to enter the next cycle.

Meanwhile, in the fourth operation mode, the third end b3 and the fourth end b4 of the five-way valve 142 communicate. The second pump 152 circularly delivers the cooling fluid to the battery 105 to remove heat generated from the battery 105, the cooling fluid enters the battery cooler 103 to transfer heat to the cooling medium, and the cooling fluid enters the third end b3 of the five-way valve 142 and flows out from the fourth end b4, and the cooling fluid enters the second pump 152 for the next circulation. Note that the directions of arrows in fig. 4 represent the flow directions of the coolant and the refrigerant.

Referring to fig. 5, in some embodiments, when the compressor 101 is turned on, the first pump 151 is turned off, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a closed state, the first stop valve 121 is closed, the first check valve 161 is opened, and the valve assembly 14 communicates the second pump 152 and the battery cooler 103, the refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132, and the battery cooler 103 in sequence, and then flows back to the compressor 101.

The second pump 152 supplies the coolant to the battery 105 and then flows through the battery cooler 103, the coolant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, and the cooled coolant exchanges heat with the coolant flowing through the battery cooler 103 to cool the coolant when flowing through the battery cooler 103, thereby cooling the battery 105.

In this way, the second pump 152 delivers the cooled coolant to the battery 105 and then flows through the battery cooler 103 to cool the battery 105.

In such embodiments, the thermal management system 100 may have a fifth mode of operation, i.e., a battery 105 cooling mode, in which, in particular, the third end b3 of the five-way valve 142 communicates with the fourth end b 4. The refrigerant is output from the compressor 101, passes through the water-cooled condenser 102 (when the first pump 151 is turned on, the water-cooled condenser 102 performs heat exchange), enters the outdoor heat exchanger 107 through the third throttle device 133, is liquefied, releases heat, and then flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 exchanges heat with the coolant, is gasified and absorbs heat to cool the battery 105, the gasified refrigerant flows out through the refrigerant output end of the battery cooler 103, enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next cycle.

Meanwhile, under the action of the second pump 152, the second pump 152 circularly conveys the cooling liquid to the battery 105 through the battery cooler 103 to remove heat generated by the battery 105, the cooling liquid with the removed heat flows to the fourth end b4 through the third end b3 of the five-way valve 142, and finally enters the battery cooler 103 to perform the next canal, and the cooling liquid exchanges heat with the cooling medium to enable the cooling medium to absorb heat and then to be gasified. Note that the directions of arrows in fig. 5 represent the flow directions of the coolant and the refrigerant.

Referring to fig. 6, in some embodiments, when the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a closed state, the first stop valve 121 is closed, the first check valve 161 is opened, the valve assembly 14 communicates with the first pump 151 and the warm air core 104, and the valve assembly 14 communicates with the second pump 152 and the cooling liquid input end of the battery cooler 103, the refrigerant flowing out of the compressor 101 sequentially passes through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132 and the battery cooler 103 and then flows back to the compressor 101.

The second pump 152 delivers the coolant flowing through the battery 105 to the battery cooler 103, the first pump 151 delivers the coolant to the warm air core 104, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled so as to deice the outdoor heat exchanger 107, the cooled refrigerant enters the battery cooler 103 to exchange heat with the coolant flowing through the battery cooler 103 so as to absorb heat and evaporate, and the evaporated refrigerant flows into the compressor 101 from the refrigerant output end of the battery cooler 103.

In this way, the outdoor heat exchanger 107 is efficiently deiced by the high-temperature and high-pressure refrigerant flowing out of the compressor 101, and the waste heat generated by the battery 105 is carried to the battery cooler 103 by the coolant to evaporate the refrigerant flowing through the battery cooler 103, thereby achieving the function of deicing the outdoor heat exchanger 107 by the heat of the battery 105.

In such embodiments, the thermal management system 100 may have a sixth mode of operation, i.e., a deicing mode for the outdoor heat exchanger 107, and specifically, in the sixth mode of operation, the first end a1 of the four-way valve 141 communicates with the second end a2, and the third end b3 of the five-way valve 142 communicates with the fourth end b 4. The refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101, and then enters the outdoor heat exchanger 107 through the third throttling device 133 to deice the outdoor heat exchanger 107. Then, the refrigerant flows out of the first check valve 161, enters the battery cooler 103 through the second throttling device 132, enters the battery cooler 103 to exchange heat with the coolant flowing through the battery cooler 103 to absorb heat and evaporate, and flows into the gas-liquid separator 106 from the refrigerant output end of the battery cooler 103 to flow back to the evaporator 110.

In the sixth operating mode, the fourth end b4 of the five-way valve 142 communicates with the third end b 3. The second pump 152 delivers the coolant flowing through the battery 105 to the battery cooler 103 to remove waste heat of the battery cooler 103, the heated coolant enters the battery cooler 103 and exchanges heat with the refrigerant to heat the refrigerant, and the cooled coolant enters from the fourth end b4 of the five-way valve 142 and flows out to the second pump 152 through the third end of the five-way valve 142 to perform the next cycle.

It should be noted that, in the sixth operating mode, the coolant in the water-cooled condenser 102 may not flow or the temperature of the coolant flowing through the water-cooled condenser 102 is higher than the temperature of the refrigerant, so that the refrigerant does not substantially exchange heat with the outside when flowing through the water-cooled condenser 102, thereby ensuring that the refrigerant flowing into the outdoor heat exchanger 107 is a high-temperature and high-pressure gaseous refrigerant, and when the refrigerant flows into the battery cooler 103, the liquid refrigerant is evaporated by the heat generated by the battery 105 flowing through the battery cooler 103, so that the outdoor heat exchanger 107 is deiced by the waste heat of the battery 105.

In order to prevent the refrigerant from being condensed in the water-cooled condenser 102 and thus reduce the deicing effect on the outdoor heat exchanger 107, the first end a1 and the second end a2 of the four-way valve 141 communicate with each other in the sixth operation mode. The first pump 151 may deliver coolant to the water cooled condenser 102, from the water cooled condenser 102 to the warm air core 104 where the passenger compartment is heated, then to the first end a1 of the four-way valve 141, and out the second end a2 of the four-way valve 141 to the first pump 151 for the next cycle. The temperature of the cooling liquid flowing through the water cooled condenser 102 is higher than the temperature of the cooling medium flowing through the water cooled condenser 102. Thus, when the coolant heats the air in the passenger cabin, the coolant can be prevented from exchanging heat with the refrigerant when flowing through the water-cooled condenser 102, so that the heat of the refrigerant is insufficient, and the deicing effect is poor. Note that the directions of arrows in fig. 6 represent the flow directions of the coolant and the refrigerant.

Referring to fig. 7 and 8, in some embodiments, in the case where the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned off, the first throttling device 131 is in a closed state, the second throttling device 132 is in a closed state, the third throttling device 133 is in a throttling state, the fourth throttling device 134 is in a throttling state, the first shut-off valve 121 is closed, and the valve assembly 14 communicates the first pump 151 with the heater core 104, the refrigerant flowing out of the compressor 101 is cooled in the water cooled condenser 102 to heat the coolant flowing through the water cooled condenser 102, the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000, the refrigerant cooled in the water-cooled condenser 102 can flow through the outdoor heat exchanger 107 and the evaporator 110, the heat is absorbed while flowing through the evaporator 110 to evaporate to condense humid air within the passenger compartment to dehumidify the passenger compartment.

As described above, the refrigerant flowing out of the compressor 101 heats the coolant flowing through the water cooled condenser 102, and the refrigerant cooled in the water cooled condenser 102 absorbs heat and evaporates while flowing through the evaporator 110 to condense humid air in the passenger compartment. In this way, the cooling of the evaporator 110 can accelerate the condensation of the moisture in the passenger compartment to achieve the effect of rapid dehumidification, and the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000, so as to avoid the influence on the user experience due to too low temperature in the passenger compartment during the dehumidification process.

In such embodiments, the thermal management system 100 may have a seventh operating mode, i.e., a dehumidification mode, in which, in particular, the first end a1 of the four-way valve 141 communicates with the second end a 2. The first pump 151 delivers the coolant to the water cooled condenser 102, the refrigerant from the compressor 101 is cooled in the water cooled condenser 102 to heat the coolant flowing through the water cooled condenser 102, and the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000.

Specifically, the compressor 101 starts to output a refrigerant, the refrigerant output at this time is a high-temperature and high-pressure liquid, the refrigerant flows to the water-cooled condenser 102, the refrigerant is cooled in the water-cooled condenser 102 for the first time to heat the coolant flowing through the water-cooled condenser 102, the refrigerant after the first cooling flows into the outdoor heat exchanger 107 through the third throttling device 133 to be cooled for the second time, the refrigerant after the second cooling flows out of the outdoor heat exchanger 107 and then flows into the evaporator 110 to be subjected to heat absorption and evaporation to condense humid air in the passenger compartment, and finally, the refrigerant flows out of the evaporator 110 and flows into the gas-liquid separator 106, and finally flows back to the compressor 101 to be subjected to the next cycle.

The coolant flows in from the first end a1 of the four-way valve 141 and flows out from the second end a2 of the four-way valve 141 to the first pump 151, the first pump 151 delivers the coolant into the water cooled condenser 102, the coolant is heated by the refrigerant in the water cooled condenser 102 at this time, the coolant flows out from the water cooled condenser 102 to the warm air core 104, and the heated coolant can heat the air in the driver compartment of the vehicle 1000 in the warm air core 104 to maintain the temperature in the passenger compartment.

In one embodiment, in the seventh operation mode, the first cut-off valve 121 is closed, the first check valve 161 is opened, and the first end a1 of the four-way valve 141 communicates with the second end a 2. The refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101, and the refrigerant flowing out of the water-cooled condenser 102 may flow through the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161 and the fourth throttling device 134, then flow through the evaporator 110, and finally flow back to the compressor 101, in which case, the outdoor heat exchanger 107 and the evaporator 110 may be considered to be connected in series, as shown in fig. 7.

More specifically, the compressor 101 starts to output a refrigerant, the refrigerant is a high-temperature and high-pressure liquid, the refrigerant flows to the water-cooled condenser 102, the refrigerant heats the coolant flowing through the water-cooled condenser 102 in the water-cooled condenser 102, the refrigerant after the first cooling flows into the outdoor heat exchanger 107 through the third throttling device 133 to be cooled for the second time, the refrigerant after the second cooling flows out of the outdoor heat exchanger 107, flows through the first check valve 161 and the fourth throttling device 134, flows into the evaporator 110 to be subjected to heat absorption and evaporation to condense humid air in the passenger compartment, and finally, the refrigerant flows out of the evaporator 110 to the gas-liquid separator 106 and finally flows back to the compressor 101 to be subjected to the next circulation.

In another embodiment, the thermal management system 100 may include a second cut-off valve 122, the second cut-off valve 122 being connected to the outdoor heat exchanger 107, the compressor 101, and the second throttling device 132. In the seventh operation mode, the first cut-off valve 121 and the second cut-off valve 122 are both opened, and the first end a1 of the four-way valve 141 communicates with the second end a 2. The refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101, and one path of refrigerant flowing out of the water-cooled condenser 102 flows through the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161 and the fourth throttling device 134, then flows through the evaporator 110, and finally flows back to the compressor 101; the other refrigerant flowing out of the water cooled condenser 102 flows through the first stop valve 121 and the fourth throttle device 134, then flows through the evaporator 110, and finally returns to the compressor 101. In this case, it can be considered that the outdoor heat exchanger 107 and the evaporator 110 are connected in parallel as shown in fig. 8.

More specifically, the compressor 101 starts to output a refrigerant, the refrigerant at this time is a high-temperature and high-pressure gas, the refrigerant flows to the water-cooled condenser 102, the refrigerant is cooled in the water-cooled condenser 102 while heating the coolant flowing through the water-cooled condenser 102, then the refrigerant flows out of the water-cooled condenser 102, a part of the flowed-out refrigerant flows into the outdoor heat exchanger 107 through the third throttling device 133 to evaporate and absorb heat, and then the refrigerant flows into the gas-liquid separator 106 through the second stop valve 122 to flow back to the compressor 101 for the next cycle; another part of the refrigerant flowing out of the water-cooled condenser 102 flows through the first stop valve 121, flows into the evaporator 110 from the third throttling device 133, evaporates and absorbs heat to condense the humid air in the passenger compartment, finally flows out of the evaporator 110, then flows into the gas-liquid separator 106 to join with part of the refrigerant, and finally flows back into the compressor 101 to perform the next cycle.

The flow direction of the cooling liquid is the same in the parallel connection case and the series connection case, and the above description can be specifically referred to, and will not be repeated here.

As described above, the refrigerant cooled in the water-cooled condenser 102 can flow through the outdoor heat exchanger 107 and the evaporator 110, and absorb heat and evaporate in the evaporator 110 to condense the humid air in the passenger compartment. In this way, the cooling of the evaporator 110 can accelerate the condensation of the moisture in the passenger compartment to achieve the effect of rapid dehumidification, and the heating of the warm air core 104 can avoid the influence of too low temperature in the passenger compartment on the user experience during the dehumidification process.

Referring to fig. 9, in some embodiments, the thermal management system 100 includes a third throttling device 133, an outdoor heat exchanger 107, and a second cut-off valve 122, the third throttling device 133 connects the water-cooled condenser 102 and the outdoor heat exchanger 107, the second cut-off valve 122 connects the outdoor heat exchanger 107 and the compressor 101, and the second throttling device 132 connects the outdoor heat exchanger 107 and the second cut-off valve 122.

When the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned off, the first throttle device 131 is in the closed state, the second throttle device 132 is in the closed state, the third throttle device 133 is in the throttle device, the first shutoff valve 121 is in the closed state, the second shutoff valve 122 is in the open state, and the valve assembly 14 communicates the first pump 151 and the warm air core 104, the refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the third throttle device 133, the outdoor heat exchanger 107, and the second shutoff valve 122 in this order, and then flows back to the compressor 101.

The first pump 151 delivers the coolant to the water cooled condenser 102 and the warm air core 104, the refrigerant flows through the water cooled condenser 102 by the compressor 101 to heat the coolant flowing through the water cooled condenser 102, and the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000.

In this manner, the first pump 151 delivers the coolant to the water cooled condenser 102 and the warm air core 104 to achieve passenger compartment heating.

In such embodiments, the thermal management system 100 may have an eighth mode of operation, i.e., a passenger compartment heating mode. Specifically, in the eighth operation mode, the first end a1 and the second end a2 of the four-way valve 141 are communicated. In the eighth operation mode, the refrigerant is output from the compressor 101, the refrigerant transfers heat to the coolant in the water-cooled condenser 102 when flowing through the water-cooled condenser 102, and the refrigerant flowing out of the water-cooled condenser 102 enters the outdoor heat exchanger 107 through the third throttling device 133 and flows to the second stop valve 122, and then flows into the gas-liquid separator 106 and flows back to the compressor 101 for the next cycle.

When the first pump 151 is turned on, the first pump 151 circularly delivers the coolant to the water cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid after releasing heat flows out of the warm air core 104, and then flows to the second end a2 from the first end a1 of the four-way valve 141, and flows out from the second end a2 to enter the first pump 151 for circulation. Note that the arrows in fig. 9 indicate the flow direction of the coolant and the refrigerant.

Referring to fig. 10, in some embodiments, the pump assembly 15 further includes a third pump 153, the thermal management system 100 further includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161, a radiator 108 and a driving part 109, the third throttling device 133 connects the first cut-off valve 121, the water-cooled condenser 102 and the outdoor heat exchanger 107, the first check valve 161 connects the first cut-off valve 121, the outdoor heat exchanger 107 and the second throttling device 132, the outdoor heat exchanger 107 connects the third throttling device 133, the radiator 108 connects the valve assembly 14 and the driving part 109, and the third pump 153 connects the valve assembly 14 and the driving part 109.

When the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the third pump 153 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a throttling state, the first stop valve 121 is closed, the first check valve 161 is opened, the valve assembly 14 communicates with the warm air core 104 and the third pump 153, and further communicates with the radiator 108 and the first pump 151, the refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132, and the battery cooler 103 in this order, and then flows back to the compressor 101.

The second pump 152 supplies the cooling fluid to the battery 105 and the battery cooler 103, the third pump 153 and/or the first pump 151 supplies the cooling fluid to the water-cooled condenser 102, the refrigerant flowing out of the compressor 101 is primarily cooled in the water-cooled condenser 102, the refrigerant after the primary cooling can flow through the outdoor heat exchanger 107 to be secondarily cooled, the refrigerant after the secondary cooling can flow through the battery cooler 103 to evaporate and absorb heat to cool the cooling fluid flowing through the battery cooler 103, and the second pump 152 supplies the cooled cooling fluid to the battery 105 to cool the battery 105.

Like this, accessible drive unit 109 takes away the refrigerant first refrigerated heat, and then outdoor heat exchanger 107 can take away the refrigerated heat of second time, carries out abundant cooling in order to carry out the refrigerant through the two-stage cooling to make the refrigerant after the two-stage cooling evaporate in battery cooler 103 with the liquid of cooling flow through battery cooler 103, thereby carry out high-efficient cooling to battery 105, improved the heat-sinking capability to battery 105, thereby improved the charge rate of battery 105.

In such embodiments, the thermal management system 100 may have a ninth operation mode, i.e., a super cooling mode for the battery 105, and specifically, in the ninth operation mode, the first end a1 of the four-way valve 141 is communicated with the fourth end a4, and the third end a3 of the four-way valve 141 is communicated with the second end a 2. The third end b3 of the five-way valve 142 communicates with the fourth end b4, and the fifth end b5 of the five-way valve 142 communicates with the second end b 2. The refrigerant is output from the compressor 101, heats the coolant flowing through the water-cooled condenser 102 when flowing through the water-cooled condenser 102, and the refrigerant after the first cooling enters the outdoor heat exchanger 107 through the third throttling device 133 to be liquefied and release heat, and then flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttle device 132, cools the refrigerant together with the coolant flowing through the battery cooler 103, and finally flows out through the refrigerant output end of the battery cooler 103, enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next cycle. In this process, the cooling medium is cooled twice to sufficiently cool the cooling medium, so that the cooling medium can efficiently absorb heat of the second group of cooling fluids after entering the battery cooler 103.

While the refrigerant circulates, the first pump 151 and the third pump 153 are turned on, or only one of the first pump 151 and the third pump 153 is activated, so that heat is absorbed in the cooling liquid flowing through the water cooled condenser 102 and enters the warm air core 104207, the cooling liquid then flows out of the warm air core 104, then flows from the first end a1 of the four-way valve 141 to the fourth end a4, flows out of the fourth end a4 to enter the five-way valve 142, flows from the fifth end b5 of the five-way valve 142 to the second end b2, and flows out of the second end b2 to enter the third pump 153. The group coolant flowing out of the third pump 153 flows toward the driving part 109 to transfer heat to the driven elements, then flows toward the radiator 108 to be further cooled so that the first group coolant is lower in temperature, and finally flows out of the radiator 108, and then flows from the third end a3 to the second end a2 of the four-way valve 141 to enter the first pump 151 for the next cycle. In the process, after the coolant absorbs heat of the refrigerant in the water cooled condenser 102, the coolant respectively transfers the heat to the driving part 109 and the heat sink 108, and the coolant is cooled significantly, so that the coolant can absorb more heat of the refrigerant in the water cooled condenser 102.

In the case where the first pump 151 is turned on, the third pump 153 may be turned on to promote the flow of the accelerated cooling liquid, or may not be turned on, relying only on the first pump 151 to promote the flow of the cooling liquid. Similarly, the first pump 151 may be turned on to accelerate the flow of the coolant with the third pump 153 turned on, or may not be turned on and only the third pump 153 may be used to accelerate the flow of the coolant.

Meanwhile, when the second pump 152 is turned on, the second pump 152 may circularly deliver another set of cooling fluid to the battery 105 to remove heat generated by the battery 105, the removed heat passes through the cooling fluid into the battery cooler 103 to transfer heat to the cooling medium, and then the cooling fluid flows from the third end b3 to the fourth end b4 of the five-way valve 142 to enter the second pump 152 for the next circulation. Note that the directions of arrows in fig. 10 represent the flow directions of the coolant and the refrigerant.

In summary, the heat of the refrigerant is taken away by the driving part 109 and the heat sink 108, and is also taken away by the outdoor heat exchanger 107, and the refrigerant is sufficiently cooled by cooling for many times, so that the cooled refrigerant is evaporated in the battery cooler 103 to cool the coolant flowing through the battery cooler 103, and thus the battery 105 is efficiently cooled and dissipated, the heat dissipation capability of the battery 105 is improved, and the charging speed of the battery 105 is also improved.

In some embodiments, the driving part 109 may include a control device, a driving motor and a decelerator, the control device is electrically connected with the driving motor and the decelerator and is communicated with the driving motor and the decelerator through a cooling liquid pipeline in turn, and the third pump 153 is used for conveying the cooling liquid to the driving motor and the decelerator.

Specifically, the driving motor and the decelerator may be connected in series, and the control device may be connected in parallel with the driving motor and the decelerator. When the driving component 109 generates heat during operation, the driving component 109 needs to be cooled to ensure the working performance and the service life of the driving component 109.

In some embodiments, the drive motor includes a front motor and a rear motor, the speed reducer includes a front speed reducer and a rear speed reducer, the front motor and the rear motor are connected in parallel, the front motor and the front speed reducer are connected in series, and the rear speed reducer is connected in series with the rear motor.

Specifically, the driving motor is mainly used to convert electric energy of a power supply into mechanical energy to drive wheels and the rest of the devices to start, stop, accelerate, decelerate, etc. the vehicle 1000. Common driving motors may be dc motors, ac asynchronous motors, permanent magnet motors and switched reluctance motors. The driving motor generates heat after working for a long time, so that the driving motor needs to be radiated.

The speed reducer has the main functions of reducing speed and increasing torque, and can reduce transmission speed and obtain higher output torque under the condition of certain power, so that larger driving force can be obtained. When the reduction gear transmitted, the friction drive of gear can produce the heat, for avoiding the reduction gear to move under high temperature environment for a long time and lead to damaging, also need cool down the reduction gear.

In some embodiments, the drive component 109 further includes a front motor controller in series with the rear motor and a rear motor controller in series with the rear motor. The front motor controller and the rear motor controller can record images of the vehicle 1000 along the way in the driving process, and can detect the distance between the vehicle 1000 and surrounding objects to avoid collision. The image processing unit may be a camera, may be a radar.

In certain embodiments, the drive component 109 further comprises a charging distribution module in series with the rear or front electric machine. Specifically, the charging distribution module, in cooperation with the battery 105, may charge the vehicle 1000, thereby providing a source of power for the vehicle 1000.

In certain embodiments, the drive component 109 further comprises a shunt valve connected in parallel across the control device.

Referring to fig. 11, when the compressor 101 is turned off, the first pump 151 is turned off, the second pump 152 is turned on, the third pump 153 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a closed state, the third throttling device 133 is in a closed state, the first stop valve 121 is closed, the first check valve 161 is closed, the valve assembly 14 communicates the radiator 108 with the battery cooler 103, and communicates the battery 105 with the driving part 109, the second pump 152 and the third pump 153 deliver the coolant to the battery 105, and then the coolant enters the driving part 109 through the valve assembly 14, the coolant flows through the driving part 109 and then enters the radiator 108 for cooling, and the coolant flowing out from the radiator 108 further flows back to the second pump 152 and the third pump 153 through the valve assembly 14.

In this way, the coolant is cooled by the temperature of the ambient air through the heat sink 108, and then flows to the battery 105 and the driving part 109 to be cooled, so that the battery 105 and the driving part 109 can share the same heat sink 108 for heat dissipation and cooling, and the cost is reduced.

In such embodiments, thermal management system 100 may have a tenth mode of operation, which is a natural heat dissipation mode of drive component 109 and battery 105. Specifically, in the tenth operation mode, the third end a3 of the four-way valve 141 communicates with the fourth end a4, the second end b2 and the third end b3 of the five-way valve 142 communicate, the fifth end b5 of the five-way valve 142 communicates with the fourth end b4, and the fifth end b5 of the five-way valve 142 communicates with the fourth end a4 of the four-way valve 141. Since the compressor 101 is turned off, the compressor 101 does not output the refrigerant.

After the cooling liquid is cooled by the heat dissipation of the heat sink 108, the cooling liquid flows out from the heat sink 108 to the third end a3 of the four-way valve 141, and then flows out from the fourth end a4 of the four-way valve 141 to the fifth end b5 of the five-way valve 142, under the action of the second pump 152, the cooling liquid can enter the battery cooler 103 through the fourth end b4 of the five-way valve 142, and finally the cooling liquid is conveyed to the battery 105 to remove the heat of the battery 105 so as to dissipate the heat of the battery 105, thereby avoiding the over-high temperature of the battery 105.

After the cooling liquid dissipates heat from the battery 105, the cooling liquid may flow into the third end b3 of the five-way valve 142, and then flow into the third pump 153 from the second end b2 of the five-way valve 142, the third pump 153 may deliver the cooling liquid into the driving component 109, the cooling liquid flows through the driving component 109 to cool and dissipate heat of various components in the driving component 109, and finally the cooling liquid flowing out from the driving component 109 flows back to the heat sink 108 for the next cycle. Note that the direction of the arrow in fig. 11 represents the flow direction of the cooling liquid.

The thermal management system 100 may further include a fan 111, the fan 111 may correspond to the outdoor heat exchanger 107 and the heat sink 108, and the fan 111 may be configured to generate an airflow through the outdoor heat exchanger 107 and the heat sink 108 to sufficiently exchange heat between air and the refrigerant in the outdoor heat exchanger 107 and the coolant in the heat sink 108.

In some embodiments, in the tenth operation mode, the second pump 152 is turned on and the third pump 153 is turned off or the second pump 152 is turned off and the third pump 153 is turned on, and in both cases, the flow direction of the cooling liquid is the same as that in the case where both the second pump 152 and the third pump 153 are turned on, and the description thereof will not be repeated. Therefore, in both cases, the cooling liquid can still cool down the battery 105 and the driving part 109 through the heat sink 108. It should be noted that, in such a case, the closing of any one of the second pump 152 and the third pump 153 may reduce the flow rate of the cooling liquid, thereby reducing the heat dissipation efficiency of the cooling liquid to the battery 105 and the driving part 109, and preferably, in the tenth operation mode, both the second pump 152 and the third pump 153 should be controlled to be in the on state.

The natural heat dissipation mode in the tenth operating mode is applicable to the case where the external environment temperature is less than 20 ℃ and the vehicle 1000 is charged, the battery 105 and the driving part 109 generate heat during the charging process of the vehicle 1000, and since the external environment temperature is not high, the heat dissipation of the battery 105 and the driving part 109 can be completed only by using the heat sink 108 without starting the compressor 101, the water-cooled condenser 102, the battery cooler 103 and other devices to assist in heat dissipation, so that the charging efficiency can be improved while heat dissipation is performed.

Referring to fig. 12, in some embodiments, in case that the compressor 101 is turned off, the first pump 151 is turned off, the second pump 152 is turned on, the third pump 153 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a closed state, the third throttling device 133 is in a closed state, the first cut valve 121 is closed, the first check valve 161 is closed, the valve assembly 14 communicates the driving part 109 and the third pump 153, and the valve assembly 14 communicates the second pump 152 and the battery cooler 103,

the second pump 152 and the third pump 153 deliver the coolant to the driving part 109 to absorb heat of the driving part 109, and the heated coolant flows through the battery 105 to keep the temperature of the battery 105.

In this way, the second pump 152 and the third pump 153 can drive the heated coolant in the component 109 to be delivered to the battery 105 to keep the temperature of the battery 105, so as to achieve the recycling function.

In such embodiments, the thermal management system 100 may have an eleventh mode of operation, which is a natural heat dissipation mode of the drive component 109 and the battery 105. Specifically, in the eleventh operation mode, the second end b2 and the third end b3 of the five-way valve 142 are communicated, and the fifth end b5 and the fourth end b4 of the five-way valve 142 are communicated. Since the compressor 101 is turned off, the compressor 101 does not output the refrigerant. Under the action of the second pump 152 and the third pump 153, the second pump 152 and the third pump 153 may output the cooling liquid, which flows into the driving part 109 to absorb heat of the driving part 109. The heated coolant flows to the first end b1 of the five-way valve 142, flows from the first end b1 of the five-way valve 142 to the fourth end b4, and flows to the battery 105, and the coolant can transfer heat absorbed from the driving part 109 to the battery 105 to keep the battery 105 warm. The coolant may then be output from battery cooler 103, and may then circulate from third end b3 to second end b2 of five-way valve 142, and from second end b2 to third pump 153. Note that the direction of the arrow in fig. 12 represents the flow direction of the cooling liquid.

The recovery driving unit 109 in the eleventh operating mode dissipates heat to keep the temperature of the battery 105, and is suitable for use in a low-temperature environment, so that the heat generated by the driving unit 109 can keep the temperature of the battery 105 to ensure the driving range of the battery 105, and meanwhile, the waste heat of the driving unit 109 can be recovered to save energy.

In some embodiments, in the eleventh operation mode, the second pump 152 may be controlled to be turned on and the third pump 153 turned off or the second pump 152 may be controlled to be turned off and the third pump 153 may be controlled to be turned on, that is, at least one of the second pump 152 and the third pump 153 is turned on. In this case, the flow direction of the coolant is the same as that in the case where both the second pump 152 and the third pump 153 are turned on, and will not be described repeatedly. Therefore, at least one of the second pump 152 and the third pump 153 is turned on, and the battery 105 can be kept warm by using the residual heat of the driving part 109. It is to be noted that, in such a case, turning off either one of the second pump 152 and the third pump 153 causes a decrease in the flow rate of the coolant, thereby decreasing the efficiency of heat dissipation of the coolant to the driving part 109 and the efficiency of heat preservation of the battery 105. Preferably, in the eleventh operation mode, both the second pump 152 and the third pump 153 should be controlled to be in an on state.

Referring to fig. 13, in some embodiments, the thermal management system 100 further includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161, and a driving part 109, and the pump assembly 15 further includes a third pump 153, the third throttling device 133 connects the first cut-off valve 121, the water-cooled condenser 102, and the outdoor heat exchanger 107, the first check valve 161 connects the first cut-off valve 121, the outdoor heat exchanger 107, and the second throttling device 132, the outdoor heat exchanger 107 connects the third throttling device 133, and the third pump 153 connects the valve assembly 14 and the driving part 109.

When the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the third pump 153 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a throttling state, the first stop valve 121 is closed, the first check valve 161 is opened, the valve assembly 14 communicates with the battery cooler 103 and the third pump 153, communicates with the second pump 152 and the driving part 109, and communicates with the first pump 151 and the warm air core 104, the refrigerant flowing out of the compressor 101 sequentially passes through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132, and the battery cooler 103 and then flows back to the compressor 101.

The second pump 152 and the third pump 153 supply the coolant heated by the driving unit 109 and the battery 105 to the battery cooler 103, the first pump 151 supplies the coolant to the water cooled condenser 102 and the warm air core 104, the coolant is cooled while flowing through the water cooled condenser 102 by the compressor 101 to heat the coolant flowing through the water cooled condenser 102 so that the warm air core 104 heats the passenger compartment of the vehicle 1000, and the cooled coolant can flow through the battery cooler 103 to absorb heat of the coolant flowing through the battery cooler 103 to evaporate.

In this way, the heat generated by the battery 105 and the driving part 109 can be transferred to the battery cooler 103 to evaporate the refrigerant, so that the coolant in the battery cooler 103 is transferred to the hot air core 104, thereby achieving the purpose of heating the passenger compartment by using the waste heat and improving the utilization rate of energy.

In such an embodiment, the thermal management system 100 may have a twelfth operation mode, which is a waste heat passenger compartment heating mode, specifically, in the twelfth operation mode, the first end b1 of the five-way valve 142 is communicated with the fourth end b4, the third end b3 of the five-way valve 142 is communicated with the second end b2, and the first end a1 of the four-way valve 141 is communicated with the second end a 2. The refrigerant is output from the compressor 101, passes through the water-cooled condenser 102 (when the first pump 151 is turned on, the water-cooled condenser 102 performs heat exchange), enters the outdoor heat exchanger 107 through the third throttle device 133, is liquefied, releases heat, and then flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 exchanges heat with the coolant to absorb heat and gasify to cool the battery 105, the gasified refrigerant flows out through the refrigerant output end of the battery cooler 103, enters the gas-liquid separator 106, and finally returns to the compressor 101 to perform the next cycle.

Under the action of the first pump 151, the first pump 151 may circularly deliver the coolant to the water cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat of the refrigerant in the water cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid after releasing heat flows out of the warm air core 104, and then flows to the second end a2 from the first end a1 of the four-way valve 141, and flows out from the second end a2 to enter the first pump 151 for circulation.

In addition, under the action of the second pump 152 and the third pump 153, the second pump 152 and the third pump 153 can output the cooling liquid, and the cooling liquid enters the driving part 109 to absorb the heat of the driving part 109. The heated coolant flows through the first end b1 of the five-way valve 142, flows from the first end b1 of the five-way valve 142 to the fourth end b4, flows from the fourth end b4 to the battery 105 through the battery cooler 103, absorbs heat from the battery 105, and flows from the third end b3 of the five-way valve 142 to the second end b2, and then flows from the second end b2 to the third pump 153 to complete the circulation. Note that the directions of arrows in fig. 13 represent the flow directions of the coolant and the refrigerant.

In certain embodiments, the five-way valve 142 of the valve assembly 14 may also be replaced with a combination of a three-way valve and another four-way valve. In some embodiments, the four-way valve 141 and the five-way valve 142 of the valve assembly 14 may be replaced with a seven-way valve. It will be appreciated that the valve in the valve assembly 14 is replaceable and is not limited to the embodiments described herein. Even if the through valve in the valve assembly 14 is changed, the flow direction and the operation principle of the refrigerant and the cooling liquid in each operation mode of the thermal management system 100 are similar to those of the valve assembly 14 including the four-way valve 141 and the five-way valve 142, and thus the description thereof is omitted.

Referring to fig. 14, a vehicle 1000 according to an embodiment of the present disclosure includes a vehicle body 200 and the thermal management system 100 according to any of the embodiments described above, where the thermal management system 100 is mounted on the vehicle body 200. Specifically, the vehicle 1000 may be a hybrid vehicle or an electric vehicle, and is not limited herein.

In the vehicle 1000 according to the embodiment of the present invention, under different working conditions, the states of the components in the thermal management system 100 may be controlled according to actual requirements, and heat exchange is performed by the coolant of the coolant, so as to achieve functions of heating the passenger compartment, cooling the battery 105, or heating and insulating the battery 105, and removing ice. Furthermore, it should be noted that the above description is only exemplary of several modes that can be realized by the thermal management system 100 in the embodiments of the present application. It is understood that the thermal management system 100 of the present embodiment controls and the remaining elements are in different states to implement other modes than the above-described modes, implement natural heat dissipation of the driving part 109 of the vehicle 1000, dual cooling of the battery 105 and the driving part 109, and the like, and thus will not be described in detail.

In the description herein, references to the description of the terms "one embodiment," "certain embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean 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 present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: numerous changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the application, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, the thermal management system comprising a compressor, a water cooled condenser, a first shut off valve, a battery cooler, a first throttle, a second throttle, a warm air core, a valve assembly, a pump assembly, and a battery;

2. The thermal management system of claim 1, wherein when a first compressor is on, the first pump is on, the second pump is on, the first throttle is in a closed state, the second throttle is in a second throttle state, the first shut off valve is open, the valve assembly communicates the first pump with the warm air core, and the valve assembly further communicates the second pump with the battery cooler,

the first pump conveys cooling liquid to the water-cooled condenser and the warm air core body, and a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser so that the warm air core body heats a passenger compartment of the vehicle;

3. The thermal management system of claim 1, comprising a third throttling device, an outdoor heat exchanger, a first check valve, an evaporator, and a fourth throttling device, the third throttling device connecting the water cooled condenser and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger, the fourth throttling device, and the second throttling device, the evaporator connecting the compressor and the fourth throttling device;

under the conditions that the compressor is opened, the valve assembly and the pump assembly are closed, the first throttling device is in a closed state, the second throttling device is in a closed state, the third throttling device is in a fully opened state, the fourth throttling device is in a throttling state, the first stop valve is closed and the first one-way valve is opened, a refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger for cooling, and the cooled refrigerant flows through the evaporator to evaporate and absorb heat so as to refrigerate a passenger compartment of the vehicle.

4. The thermal management system of claim 3, wherein with said compressor open, said first pump closed, said second pump open, said first throttling device in a closed state, said second throttling device in a throttled state, said third throttling device in a fully open state, said fourth throttling device in a throttled state, said first shut-off valve closed, said first check valve open, and said valve assembly communicating said second pump and a coolant input of said battery cooler,

5. The thermal management system of claim 3, wherein with said compressor open, said first pump closed, said second pump open, said first throttle in a closed state, said second throttle in a throttled state, said third throttle in a fully open state, said fourth throttle in a closed state, said first shut-off valve closed, said first check valve open, and said valve assembly communicating said second pump and a coolant input of said battery cooler,

the refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the third throttling device, the outdoor heat exchanger, the first one-way valve, the second throttling device and the battery cooler and then flows back to the compressor;

6. The thermal management system of claim 3 wherein with the compressor open, the first pump open, the second pump open, the first throttle in a closed state, the second throttle in a throttled state, the third throttle in a fully open state, the fourth throttle in a closed state, the first stop valve closed, the first one-way valve open, the valve assembly communicating the first pump and the warm air core, and the valve assembly communicating the second pump and a coolant input of the battery cooler,

7. The thermal management system of claim 3, wherein with the compressor on, the first pump on, the second pump off, the first throttle in a closed state, the second throttle in a closed state, the third throttle in a throttle state, the fourth throttle in a closed state, the first shut off valve closed and the valve assembly communicating the first pump and the warm air core,

8. The thermal management system of claim 1, comprising a third throttling device, an outdoor heat exchanger, and a second shutoff valve, the third throttling device connecting the water-cooled condenser and the outdoor heat exchanger, the second shutoff valve connecting the outdoor heat exchanger and the compressor, and the second throttling device connecting the outdoor heat exchanger and the second shutoff valve;

when the compressor is started, the first pump is started, the second pump is closed, the first throttling device is in a state of being closed, the second throttling device is in a state of being closed, the third throttling device is in a throttling device, the first stop valve is in a closed state, the second stop valve is in an open state, and the valve assembly is communicated with the first pump and the warm air core,

9. The thermal management system of claim 1, wherein the pump assembly further comprises a third pump, the thermal management system further comprising a third throttling device, an outdoor heat exchanger, a first one-way valve, a radiator, and a drive component, the third throttling device connecting the first stop valve, the water-cooled condenser, and the outdoor heat exchanger, the first one-way valve connecting the first stop valve, the outdoor heat exchanger, and the second throttling device, the outdoor heat exchanger connected to the third throttling device, the radiator connecting the valve assembly and the drive component, the third pump connecting the valve assembly and the drive component;

the second pump conveys cooling liquid to the battery and the battery cooler, the third pump and/or the first pump conveys cooling liquid to the water-cooled condenser, a refrigerant flowing out of the compressor is cooled in the water-cooled condenser for the first time, the refrigerant after the first cooling can flow through the outdoor heat exchanger to be cooled for the second time, the refrigerant after the second cooling can flow through the battery cooler to evaporate and absorb heat so as to cool the cooling liquid flowing through the battery cooler, and the second pump conveys the cooled cooling liquid to the battery so as to cool the battery.

10. The thermal management system of claim 9 wherein with the compressor off, the first pump off, the second pump on, a third pump on, the first throttle in a closed state, the second throttle in a closed state, the third throttle in a closed state, the first shut off valve off, the first one-way valve off, the valve assembly communicating the radiator and the battery cooler, and the battery and a drive component,

the second pump and the third pump convey cooling liquid to the battery and then enter the driving part through the valve assembly, the cooling liquid flows through the driving part and then enters the radiator for cooling, and the cooling liquid flowing out of the radiator further flows back to the second pump and the third pump through the valve assembly.

11. The thermal management system of claim 9, wherein with the compressor off, the first pump off, the second pump on, the third pump on, the first throttle in a closed state, the second throttle in a closed state, the third throttle in a closed state, the first shut off valve off, the first one-way valve off, the valve assembly communicating the drive component and the third pump, and the valve assembly communicating the second pump and the battery cooler,

12. The thermal management system of claim 1, further comprising a third throttling device connecting said first shut off valve, said water cooled condenser and said outdoor heat exchanger, an outdoor heat exchanger connecting said first shut off valve, said outdoor heat exchanger and said second throttling device, a first check valve and a drive component, said pump assembly further comprising a third pump connecting said valve assembly and said drive component;

the second pump and the third pump deliver coolant heated by the driving part and the battery to the battery cooler, the first pump delivers coolant to the water-cooled condenser and the warm air core body, a refrigerant is cooled when flowing through the water-cooled condenser under the action of the compressor so as to heat the coolant flowing through the water-cooled condenser, so that the warm air core body heats a passenger compartment of the vehicle, and the cooled refrigerant can flow through the battery cooler so as to absorb heat of the coolant flowing through the battery cooler for evaporation.

13. A vehicle comprising a vehicle body and the thermal management system of any of claims 1-12 mounted on the vehicle body.