CN118372607A - Vehicle thermal management system and vehicle - Google Patents

Abstract

The present application relates to the technical field of vehicle thermal management, and discloses a vehicle thermal management system and a vehicle, including: a battery pack circuit, provided with a battery pack, capable of dissipating heat from the battery pack through antifreeze flowing inside; an air conditioning circuit, provided with a condenser, for dissipating heat from the refrigerant flowing in the air conditioning circuit; a first heat exchanger, provided in the air conditioning circuit and the battery pack circuit, in which the refrigerant and the antifreeze can exchange heat; an electric drive branch, provided with a drive motor, the electric drive branch and the battery pack in parallel; wherein the antifreeze in the battery pack circuit can be introduced into the battery pack and/or the electric drive branch to dissipate heat from the battery pack and/or the drive motor. Therefore, the antifreeze in the electric drive branch can dissipate heat through the condenser, which can reduce the setting of the low-temperature radiator, so that the arrangement layers of the front-end heat dissipation module of the vehicle are reduced, the structure is more compact, and the heat dissipation effect of the front-end heat dissipation module can be optimized.

Description

Vehicle thermal management system and vehicle

Technical Field

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

Background technique

In the thermal management system of electric vehicles, both the electric drive system and the battery pack need to dissipate heat to ensure that the battery pack and the drive motor in the electric drive system operate within a normal temperature range, thereby ensuring the normal operation of the electric drive system and the battery pack. In order to ensure the normal heat dissipation of the electric drive system, a low-temperature radiator is set at the front end of the vehicle to dissipate the heat of the drive motor through the low-temperature radiator. In order to ensure the normal heat dissipation of the battery pack, the condenser in the vehicle's air conditioning circuit is usually used to dissipate the heat of the battery pack.

At present, with the development of electric vehicles and the pursuit of low wind resistance, the front-end styling tends to be a closed design, with only a small opening under the grille for heat dissipation. At this time, how to make the layout of the front-end heat dissipation module more compact to optimize the heat dissipation effect of the heat dissipation module has become a hot issue.

Summary of the invention

In view of the above problems, the present application provides a vehicle thermal management system and a vehicle, which reduces the arrangement layers of the vehicle's front-end heat dissipation module and makes the structure more compact, thereby optimizing the heat dissipation effect of the front-end heat dissipation module.

The first aspect of the present application provides a vehicle thermal management system, including: a battery pack loop, provided with a battery pack, the battery pack loop can dissipate heat from the battery pack through antifreeze flowing inside; an air-conditioning loop, provided with a condenser, the condenser is used to dissipate heat from the refrigerant flowing in the air-conditioning loop; a first heat exchanger, arranged in the air-conditioning loop and the battery pack loop, the refrigerant and the antifreeze can exchange heat in the first heat exchanger to achieve heat dissipation of the antifreeze; an electric drive branch, provided with a drive motor, the electric drive branch and the battery pack in parallel; wherein the antifreeze in the battery pack loop can be introduced into the battery pack and/or the electric drive branch to dissipate heat from the battery pack and/or the drive motor, and further introduced into the first heat exchanger for heat dissipation and cooling.

In some specific embodiments, the vehicle thermal management system also includes an intercooling branch, in which a water-cooled intercooler is provided. The intercooling branch is connected in parallel with the battery pack. The antifreeze in the battery pack circuit can be introduced into the intercooling branch to dissipate the heat of the pressurized high-temperature air through the antifreeze.

In some specific embodiments, the vehicle thermal management system also includes an intercooling branch, which is provided with a water-cooled intercooler. The intercooling branch is connected in parallel with the first heat exchanger. The refrigerant in the air-conditioning circuit can be introduced into the intercooling branch to dissipate the heat of the pressurized high-temperature air through the refrigerant.

In some specific embodiments, the vehicle thermal management system also includes a first valve body, which is arranged in the battery pack circuit and located on the antifreeze inlet side of the battery pack. The first valve body is also connected to one end of the electric drive branch. The first valve body is used to control the antifreeze in the battery pack circuit and introduce it into the battery pack and/or the electric drive branch.

In some specific embodiments, the vehicle thermal management system also includes a second valve body, which is arranged in the electric drive branch and is located on the antifreeze inlet side of the drive motor. The second valve body is also connected to one end of the intercooler branch. The second valve body is used to control the antifreeze in the electric drive branch and introduce it into the drive motor and/or the intercooler branch.

In some specific embodiments, the vehicle thermal management system includes a first electronic water pump, which is arranged in the electric drive branch and is located on the side of the second valve body away from the drive motor. The first electronic water pump is used to realize the circulation of antifreeze in the electric drive branch and/or the intercooler branch.

In some specific embodiments, the vehicle thermal management system also includes a third valve body and a self-circulation branch, the third valve body is arranged in the electric drive branch and is located on the antifreeze outlet side of the drive motor, one end of the self-circulation branch is connected to the third valve body, and the other end is connected to a part of the electric drive branch located between the first valve body and the drive motor; wherein the third valve body is used to control the introduction of antifreeze into the battery pack circuit or the self-circulation branch, and when the third valve body introduces the antifreeze into the self-circulation branch, the first valve body blocks the antifreeze in the battery pack circuit from being introduced into the electric drive branch.

In some specific embodiments, the vehicle thermal management system also includes a heating circuit and a second heat exchanger. The heating circuit is provided with a heater for heating the antifreeze in the heating circuit. The second heat exchanger is arranged in the battery pack circuit and the heating circuit. When the heated antifreeze in the heating circuit enters the second heat exchanger, the antifreeze in the battery pack circuit is heated, so that the heated antifreeze in the battery pack circuit heats the battery pack.

In some specific embodiments, the vehicle thermal management system also includes a second electronic water pump, which is arranged in the battery pack circuit. The second electronic water pump is located between the first heat exchanger and the second heat exchanger, and the second electronic water pump is used to realize the circulation of antifreeze in the battery pack circuit.

A second aspect of the present application provides a vehicle, the vehicle comprising a vehicle thermal management system as described in any one of the above items, the vehicle thermal management system being capable of dissipating heat for a battery pack and a drive motor of the vehicle.

The present application has at least the following beneficial effects: Based on the vehicle thermal management system and vehicle provided by the present application, it includes: a battery pack circuit, which is provided with a battery pack, and the battery pack circuit can dissipate heat from the battery pack through the antifreeze flowing inside; an air conditioning circuit, which is provided with a condenser, and the condenser is used to dissipate heat from the refrigerant flowing in the air conditioning circuit; a first heat exchanger, which is provided in the air conditioning circuit and the battery pack circuit, and the refrigerant and the antifreeze can exchange heat in the first heat exchanger to achieve the heat dissipation of the antifreeze; an electric drive branch, which is provided with a drive motor, and the electric drive branch is connected in parallel with the battery pack; wherein the antifreeze in the battery pack circuit can be introduced into the battery pack and/or the electric drive branch to dissipate heat from the battery pack and/or the drive motor, and further introduced into the first heat exchanger for heat dissipation and cooling. Therefore, by connecting the electric drive branch in parallel with the battery pack, the antifreeze in the battery pack circuit can enter the electric drive branch to cool the drive motor, and the antifreeze in the electric drive branch can dissipate heat through the condenser. Therefore, the arrangement of low-temperature radiators can be reduced, so that the arrangement layers of the vehicle front-end heat dissipation module are reduced, the structure is more compact, and the heat dissipation effect of the front-end heat dissipation module can be optimized.

The above description is only an overview of the technical solution of the embodiment of the present application. In order to more clearly understand the technical means of the embodiment of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the embodiment of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

FIG1 is a structural block diagram of an embodiment of a vehicle thermal management system provided by the present application;

FIG2 is a structural block diagram of another embodiment of a vehicle thermal management system provided by the present application;

FIG3 is a structural block diagram of another embodiment of a vehicle thermal management system provided by the present application;

FIG4 is a structural block diagram of another embodiment of a vehicle thermal management system provided by the present application;

FIG5 is a structural block diagram of another embodiment of the vehicle thermal management system provided by the present application.

Description of the accompanying drawings: vehicle thermal management system 10, battery pack circuit 11, battery pack 12, air conditioning circuit 13, first branch 131, second branch 132, condenser 14, first heat exchanger 15, first flow guide structure 151, second flow guide structure 152, electric drive branch 16, drive motor 17, intercooler branch 18, water-cooled intercooler 19, third flow guide structure 191, fourth flow guide structure 192, range extension branch 21, turbocharger 22, increase range device 23, first valve body 24, second valve body 25, first electronic water pump 26, third valve body 27, self-circulation branch 28, heating circuit 29, second heat exchanger 31, fifth flow guide structure 311, sixth flow guide structure 312, heater 32, second electronic water pump 33, high temperature heat dissipation circuit 34, high temperature radiator 35, range extender 36, waste heat utilization circuit 37, third valve body 38, third electronic water pump 39, evaporator 41, compressor 42.

The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings.

Detailed ways

The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if the meaning of "and/or" appearing in the full text is to include three parallel schemes, taking "A and/or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

A first aspect of the present application provides a vehicle thermal management system, in which the vehicle to which the vehicle thermal management system is applied is an electric vehicle, which can provide electrical energy to a drive motor through a battery pack, thereby enabling the drive motor to drive the vehicle.

FIG. 1 is a structural block diagram of an embodiment of a vehicle thermal management system 10 provided in the present application.

In conjunction with Figure 1, the vehicle thermal management system 10 includes a battery pack loop 11, and the battery pack loop 11 is provided with a battery pack 12. The battery pack loop 11 can dissipate heat from the battery pack 12 through the antifreeze flowing inside. It should be understood that the battery pack loop 11 includes a closed flow channel so that the antifreeze can circulate in the closed flow channel. The battery pack 12 is provided with a cavity structure for cooling the battery pack 12, and the cavity structure can be regarded as a part of the battery pack loop 11. When the antifreeze with a lower temperature flows into the cavity structure of the battery pack 12, the antifreeze with a lower temperature will exchange heat with the part of the structure with a higher temperature of the battery pack 12, thereby achieving heat dissipation and cooling of the battery pack 12.

Continuing with FIG. 1 , an air conditioning loop 13 is further provided in the battery pack loop 11, and a condenser 14 is provided in the air conditioning loop 13, and the condenser 14 is used to dissipate heat from the refrigerant flowing in the air conditioning loop 13. It should be understood that the air conditioning loop 13 includes a closed flow channel, and the closed flow channel is provided for the refrigerant to circulate, and the flow channel included in the pipeline portion in the condenser 14 is a part of the flow channel of the air conditioning loop 13.

Among them, the condenser 14 is arranged at the front end of the vehicle. When the refrigerant in the air-conditioning circuit 13 flows into the condenser 14, the refrigerant exchanges heat with the low-temperature airflow introduced from the air inlet at the front end of the vehicle, and then the refrigerant in the condenser 14 is dissipated by the low-temperature airflow, thereby achieving cooling of the refrigerant.

Continuing with FIG. 1 , the vehicle thermal management system 10 further includes a first heat exchanger 15 , which is disposed in the air conditioning circuit 13 and the battery pack circuit 11 , and the refrigerant and the antifreeze liquid can exchange heat in the first heat exchanger 15 to achieve heat dissipation of the antifreeze liquid.

Specifically, the first heat exchanger 15 is provided with a first flow guide structure 151 and a second flow guide structure 152. The first flow guide structure 151 is used for the refrigerant to flow, and the flow channel in the first flow guide structure 151 is a part of the flow channel in the air conditioning circuit 13; the second flow guide structure 152 is used for the antifreeze to flow, and the flow channel of the second flow guide structure 152 is a part of the flow channel in the battery pack circuit 11. After the antifreeze in the battery pack circuit 11 cools the battery pack 12, the temperature rises, and the high-temperature antifreeze enters the second flow guide structure 152 of the first heat exchanger 15. At this time, the temperature of the refrigerant in the first flow guide structure 151 is relatively low, so the high-temperature antifreeze exchanges heat with the low-temperature refrigerant, so that the high-temperature antifreeze becomes low-temperature antifreeze, and is further introduced into the battery pack 12 to dissipate heat for the battery pack 12, thereby circulating. The refrigerant with increased temperature will enter the condenser 14 to dissipate heat, and then further enter the first heat exchanger 15 to exchange heat with the high-temperature antifreeze, thereby circulating.

Continuing with FIG. 1 , the vehicle thermal management system 10 further includes an electric drive branch 16, in which a drive motor 17 is provided, and the electric drive branch 16 is connected in parallel with the battery pack 12. The drive motor 17 may include a front drive motor and a rear drive motor. It should be understood that the electric drive branch 16 is not a closed loop, and the electric drive branch 16 has two opposite ends, and the two ends of the electric drive branch 16 are respectively connected to the parts of the battery pack loop 11 located on both sides of the battery pack 12, thereby realizing the parallel connection of the electric drive branch 16 and the battery pack 12.

In combination with the above, the antifreeze in the battery pack circuit 11 can be introduced into the battery pack 12 and/or the electric drive branch 16 to dissipate heat for the battery pack 12 and/or the drive motor 17. At this time, the antifreeze in the battery pack circuit 11 can be selectively introduced into the battery pack 12, in which case only the battery pack 12 is dissipated; or introduced into the electric drive branch 16, in which case only the drive motor 17 is dissipated; or introduced into the battery pack 12 and the electric drive branch 16, in which case both the battery pack 12 and the electric drive branch 16 are dissipated. After the heat is dissipated for the battery pack 12 and/or the drive motor 17, the temperature of the antifreeze increases, and the antifreeze with the increased temperature will be further introduced into the first heat exchanger 15 for heat dissipation and cooling.

In summary, based on the vehicle thermal management system 10 provided by the present application, the electric drive branch 16 is connected in parallel with the battery pack 12, so that the antifreeze in the battery pack circuit 11 can enter the electric drive branch 16 to cool the drive motor 17, and the antifreeze in the electric drive branch 16 can dissipate heat through the condenser 14. Therefore, the setting of low-temperature radiators can be reduced, so that the layout layers of the vehicle front-end heat dissipation module are reduced and the structure is more compact, so as to increase the air intake distance from the front grille and optimize the air intake flow field, and optimize the heat dissipation effect of the front-end heat dissipation module. In addition, since there are many types of radiators in some of the front-end heat dissipation modules, and they are arranged in layers in the length direction of the vehicle, when the number of layout layers is reduced, the radiator on the rear structural layer can have a better heat dissipation effect.

FIG. 2 is a structural block diagram of another embodiment of the vehicle thermal management system 10 provided in the present application.

In conjunction with Figure 2, in some specific embodiments, the vehicle thermal management system 10 also includes an intercooling branch 18, in which a water-cooled intercooler 19 is provided. The intercooling branch 18 is connected in parallel with the battery pack 12, and the antifreeze in the battery pack circuit 11 can be introduced into the intercooling branch 18 to dissipate the heat of the high-temperature air after the boost through the antifreeze.

It should be understood that the intercooling branch 18 and the electric drive branch 16 can also be considered to be in parallel. In FIG2 , both ends of the intercooling branch 18 are connected to the electric drive branch 16 respectively, and it can be considered that both ends of the electric drive branch 16 and the intercooling branch 18 have a common pipe section.

Specifically, the intercooler branch 18 has two opposite ends, and the two ends of the intercooler branch 18 are respectively connected to the parts of the battery pack circuit 11 located on both sides of the battery pack 12, so that the intercooler branch 18 is connected in parallel with the battery pack 12. The vehicle also includes a supercharging branch, in which a turbocharger 22 and a water-cooled intercooler 19 are arranged. The external intake air first enters the turbocharger 22, so that the turbocharger 22 supercharges the intake air, so that the gas output by the turbocharger 22 is a high-temperature and high-pressure gas, and the high-temperature and high-pressure gas is further introduced into the water-cooled intercooler 19 to dissipate heat through antifreeze, and the heat-dissipated gas is further introduced into the range extender for fuel combustion. It should be understood that the vehicle at this time is an extended-range vehicle, and the range extender includes an engine, and the gas after cooling is introduced into the engine for fuel combustion in the engine.

More specifically, the water-cooled intercooler 19 includes a third flow guide structure 191 and a fourth flow guide structure 192. The flow channel of the third flow guide structure 191 constitutes a part of the flow channel in the intercooler branch 18, and the flow channel of the fourth flow guide structure 192 constitutes a part of the flow channel in the extended-range branch 21. At this time, the antifreeze liquid with a lower temperature introduced into the third flow guide structure 191 will exchange heat with the high-temperature gas with a higher temperature in the fourth flow guide structure 192, thereby achieving heat dissipation of the high-temperature gas.

It should be understood that in the prior art, in order to achieve heat dissipation of the pressurized air derived from the turbocharger 22, an air intercooler is generally provided in the front-end heat dissipation module of the vehicle to dissipate the heat of the high-temperature air after supercharging through the air intercooler. Based on this embodiment, the intercooler branch 18 for dissipating heat from the high-temperature air after supercharging is connected in parallel with the battery pack 12, so that the antifreeze in the intercooler branch 18 can be dissipated through the condenser 14. Therefore, the arrangement of the air intercooler in the front-end module of the vehicle can be reduced, and the number of radiators of the front-end heat dissipation module of the vehicle can be further reduced, making the structure of the front-end heat dissipation module more compact, and further optimizing the heat dissipation effect of the front-end heat dissipation module.

FIG3 is a structural block diagram of another embodiment of the vehicle thermal management system 10 provided in the present application.

3 and the above content, different from the setting method of the cold branch 18 in the above embodiment, the intercooling branch 18 in this embodiment is connected in parallel with the first heat exchanger 15, and the refrigerant in the air-conditioning circuit 13 can be introduced into the intercooling branch 18 to dissipate the heat of the pressurized high-temperature air through the refrigerant.

Specifically, the two ends of the intercooling branch 18 are respectively connected to the parts of the air conditioning circuit 13 located on both sides of the first heat exchanger 15, so that the intercooling branch 18 is connected in parallel with the first heat exchanger 15. At this time, the refrigerant in the air conditioning circuit 13 will be directly introduced into the intercooling branch 18, and then the refrigerant will be directly introduced into the water-cooled intercooler 19, so that the refrigerant can dissipate the heat of the high-temperature air after the pressurization. The temperature of the refrigerant after the heat dissipation of the high-temperature air increases, and the refrigerant with the increased temperature will be further introduced into the condenser 14, and then the refrigerant with the increased temperature can dissipate the heat of the refrigerant through the condenser 14.

It should be understood that in this embodiment, the refrigerant in the intercooler branch 18 will dissipate heat through the condenser 14, and there is no need to set up an air intercooler separately at the front end of the vehicle. The number of radiators of the front end heat dissipation module of the vehicle can also be reduced, making the structure of the front end heat dissipation module more compact, so as to optimize the heat dissipation effect of the front end heat dissipation module.

In conjunction with Figure 1, in some specific embodiments, the vehicle thermal management system 10 also includes a first valve body 24, which is disposed in the battery pack circuit 11 and is located on the antifreeze inlet side of the battery pack 12. The first valve body 24 is also connected to one end of the electric drive branch 16. The first valve body 24 is used to control the antifreeze in the battery pack circuit 11 and introduce it into the battery pack 12 and/or the electric drive branch 16.

Specifically, the battery pack 12 has an antifreeze inlet and an antifreeze outlet. The antifreeze in the battery pack circuit 11 can enter the battery pack 12 from the antifreeze inlet in the battery pack circuit 11 to achieve heat dissipation of the battery pack 12, and be discharged from the antifreeze outlet of the battery pack 12. The first valve body 24 is provided at the antifreeze inlet side of the battery pack 12 in the battery pack circuit 11 to control whether the antifreeze enters the battery pack 12.

In some specific application scenarios, the first valve body 24 can be a three-way valve having three connecting ports, two of which are connected to the battery pack circuit 11, so that the first valve body 24 is set in the battery pack circuit 11, and the remaining connecting port is connected to one end of the electric drive branch 16, so that the antifreeze liquid in the battery pack circuit 11 can be introduced into the electric drive branch 16 through the connecting port.

In conjunction with Figure 2, in some specific embodiments, the vehicle thermal management system 10 also includes a second valve body 25, which is arranged in the electric drive branch 16 and is located on the antifreeze inlet side of the drive motor 17. The second valve body 25 is also connected to one end of the intercooler branch 18. The second valve body 25 is used to control the antifreeze in the electric drive branch 16 and introduce it into the drive motor 17 and/or the intercooler branch 18.

Specifically, the drive motor 17 also includes an antifreeze inlet and an antifreeze outlet. The second valve body 25 is arranged on the electric drive branch 16 at the antifreeze inlet side of the drive motor 17, so that the second valve body 25 can control whether the antifreeze enters the drive motor 17. The second valve body 25 can also be a three-way valve, two of the communication ports of the three-way valve are connected to the electric drive branch 16, and the other communication port of the three-way valve is connected to one end of the intercooling branch 18, so that the second valve body 25 can guide the antifreeze in the battery pack circuit 11 into the intercooling branch 18.

FIG. 4 is a structural block diagram of another embodiment of the vehicle thermal management system 10 provided in the present application.

In conjunction with Figure 4, in some specific embodiments, the vehicle thermal management system 10 includes a first electronic water pump 26, which is arranged in the electric drive branch 16 and is located on the side of the second valve body 25 away from the drive motor 17. The first electronic water pump 26 is used to realize the circulation of antifreeze in the electric drive branch 16 and/or the intercooler branch 18.

It should be understood that the first electronic water pump 26 is driven by electric energy to work. When the antifreeze in the battery pack circuit 11 is introduced into the electric drive branch 16, the first electronic water pump 26 drives the antifreeze in the electric drive branch 16 to flow when it is working, thereby causing the antifreeze in the electric drive branch 16 to flow. Since the first electronic water pump 26 is located on the side of the second valve body 25 away from the drive motor 17, when the antifreeze flows into the intercooling branch 18 alone or flows into the intercooling branch 18 and the drive motor 17 at the same time, when the first electronic water pump 26 is working, it will cause the antifreeze to flow in the intercooling branch 18 or flow in the intercooling branch 18 and the drive motor 17 at the same time.

Continuing with Figure 4, in some specific embodiments, the vehicle thermal management system 10 also includes a third valve body 27 and a self-circulation branch 28. The third valve body 27 is arranged in the electric drive branch 16 and is located on the antifreeze outlet side of the drive motor 17. One end of the self-circulation branch 28 is connected to the third valve body 27, and the other end is connected to the part of the electric drive branch 16 located between the first valve body 24 and the drive motor 17.

Specifically, the third valve body 27 may be a three-way valve, the two communication ports of the third valve body 27 are connected to the electric drive branch 16, and the third communication port of the third valve body 27 is connected to one end of the self-circulation branch 28. At this time, the third valve body 27 is used to control the introduction of antifreeze into the battery pack circuit 11 or the self-circulation branch 28. At this time, the antifreeze derived from the drive motor 17 can be selectively introduced into the battery pack circuit 11 or the self-circulation branch 28.

In combination with the above, when the third valve body 27 introduces the antifreeze liquid exported from the drive motor 17 into the self-circulation branch 28, the antifreeze liquid will not be introduced into the battery pack circuit 11. At this time, the first valve body 24 blocks the antifreeze liquid in the battery pack circuit 11 from being introduced into the electric drive branch 16. At this time, the antifreeze liquid in the self-circulation branch 28 will be re-introduced into the drive motor 17, thereby realizing the circulation of the antifreeze liquid. It should be understood that through the setting of the third valve body 27 and the self-circulation branch 28, the antifreeze liquid in the electric drive branch 16 is circulated, and heat exchange with the outside world will not be achieved through the heat exchanger. At this time, the drive motor 17 does not need to exchange heat with the outside world, and only the internal self-circulation realizes the insulation function.

4 and the above content, one end of the self-circulation branch 28 can be specifically connected to the portion between the first valve body 24 and the first electronic water pump 26. Based on this arrangement, when the drive motor 17 realizes the heat preservation function through the self-circulation branch 28, the first electronic water pump 26 works to circulate the antifreeze in the self-circulation branch 28.

FIG5 is a structural block diagram of another embodiment of the vehicle thermal cycle system provided by the present application.

5, in some specific embodiments, the vehicle thermal management system 10 further includes a heating circuit 29 and a second heat exchanger 31, the heating circuit 29 is provided with a heater 32 for heating the antifreeze in the heating circuit 29, and the second heat exchanger 31 is provided in the battery pack circuit 11 and the heating circuit 29. Among them, the second heat exchanger 31 is provided with a fifth guide structure 311 and a sixth guide structure 312, the fifth guide structure 311 is used for the antifreeze in the heating circuit 29 to flow, and the sixth guide structure 312 is used for the antifreeze in the battery pack circuit 11 to flow.

The heater 32 is used to heat the antifreeze in the heating circuit 29, so that the heated antifreeze can be introduced into the second heat exchanger 31, so that the heated antifreeze heats the antifreeze in the battery pack circuit 11, and so that the heated antifreeze in the battery pack circuit 11 can heat the battery pack 12.

In conjunction with Figure 5, in some specific embodiments, the vehicle thermal management system 10 also includes a second electronic water pump 33, which is disposed in the battery pack circuit 11. The second electronic water pump 33 is located between the first heat exchanger 15 and the second heat exchanger 31, and the second electronic water pump 33 is used to realize the circulation of antifreeze in the battery pack circuit 11.

Continuing with FIG5 , the vehicle thermal management system 10 further includes a high-temperature heat dissipation circuit 34 and a high-temperature radiator 35. The high-temperature radiator 35 and the range extender 23 are arranged in the high-temperature heat dissipation circuit 34. The heat generated by the range extender 23 can be dissipated by the antifreeze in the high-temperature heat dissipation circuit 34 flowing through the high-temperature radiator 35. It should be understood that the high-temperature radiator 35 is also part of the vehicle front end heat dissipation module.

Continuing with Figure 5, in order to realize the utilization of the waste heat of the range extender 23, the vehicle thermal management system 10 also includes a waste heat utilization circuit 37 and a third valve body 27. The third valve body 27 is arranged in the waste heat utilization circuit and the heating circuit 29. The third valve body 27 is used to control the antifreeze liquid exported from the second heat exchanger 31 to be introduced into the range extender 23 through the waste heat utilization circuit 37 or directly introduced into the second heat exchanger 31.

It should be understood that when the antifreeze liquid is introduced into the range extender 23, the antifreeze liquid can be heated by the waste heat of the range extender 23, so that the heated antifreeze liquid can heat the battery pack 12, thereby realizing the utilization of the waste heat of the range extender 23. In this application scenario, the heater 32 does not need to work, and only the waste heat of the range extender 23 can meet the heating demand for the antifreeze liquid.

In order to ensure that the antifreeze liquid in the heating circuit 29 can circulate, the vehicle thermal management system 10 may further include a third electronic water pump 39 , which is disposed in the heating circuit 29 to enable the antifreeze liquid in the heating circuit 29 to circulate.

Continuing with FIG. 5 , the air conditioning circuit 13 may specifically include a first branch 131 and a second branch 132, the first branch 131 and the second branch 132 are connected in parallel, the first branch 131 is provided with the first heat exchanger 15 in the above embodiment, and the second branch 132 is provided with an evaporator 41. It should be understood that the refrigerant releases heat at the evaporator 41, so that the evaporator 41 is used for heating the passenger compartment. It should be understood that the air conditioning circuit 13 is also provided with a compressor 42, and the compressor 42 is used to achieve a change in the material state of the refrigerant.

A second aspect of the present application provides a vehicle, which includes a vehicle thermal management system 10 as in any of the above embodiments. The vehicle thermal management system 10 can dissipate heat for the vehicle's battery pack 12 and drive motor 17. For specific details, please refer to the relevant description of the vehicle thermal management system 10 in the above embodiments.

In summary, the vehicle thermal management system 10 and the vehicle provided by the present application include: a battery pack circuit 11, which is provided with a battery pack 12, and the battery pack circuit 11 can dissipate heat to the battery pack 12 through the antifreeze flowing inside; an air-conditioning circuit 13, which is provided with a condenser 14, and the condenser 14 is used to dissipate heat to the refrigerant flowing in the air-conditioning circuit 13; a first heat exchanger 15, which is arranged in the air-conditioning circuit 13 and the battery pack circuit 11, and the refrigerant and the antifreeze can exchange heat in the first heat exchanger 15 to achieve heat dissipation of the antifreeze; an electric drive branch 16, which is provided with a drive motor 17, and the electric drive branch 16 is connected in parallel with the battery pack 12; wherein, the antifreeze in the battery pack circuit 11 can be introduced into the battery pack 12 and/or the electric drive branch 16 to dissipate heat to the battery pack 12 and/or the drive motor 17, and further introduced into the first heat exchanger 15 for heat dissipation and cooling.

Based on the vehicle thermal management system 10 provided by any of the above embodiments, the electric drive branch 16 is connected in parallel with the battery pack 12, so that the antifreeze in the battery pack circuit 11 can enter the electric drive branch 16 to cool the drive motor 17, so that the drive motor 17 can dissipate heat through the condenser 14. Therefore, the setting of low-temperature radiators can be reduced, the arrangement layers of the vehicle front-end heat dissipation module are reduced, the structure is more compact, and the heat dissipation effect of the front-end heat dissipation module can be optimized.

The above description is only an optional embodiment of the present application, and does not limit the patent scope of the present application. All equivalent structural changes made by using the contents of the present application specification and drawings under the scheme of the present application, or directly/indirectly used in other related technical fields are included in the patent protection scope of the present application.

Claims (10)

1. A vehicle thermal management system, comprising:

The battery pack circuit is provided with a battery pack, and can radiate heat of the battery pack through antifreeze flowing inside;

The air conditioner comprises an air conditioner loop and a cooling device, wherein the air conditioner loop is provided with a condenser which is used for radiating the refrigerant flowing in the air conditioner loop;

the first heat exchanger is arranged in the air conditioning loop and the battery pack loop, and the refrigerant and the antifreeze can exchange heat in the first heat exchanger so as to realize heat dissipation of the antifreeze;

the electric driving branch is provided with a driving motor and is connected with the battery pack in parallel;

The anti-freezing solution in the battery pack loop can be led into the battery pack and/or the electric drive branch so as to radiate heat of the battery pack and/or the driving motor, and further led into the first heat exchanger to radiate heat and cool.

2. The vehicle thermal management system of claim 1, wherein,

The vehicle thermal management system further comprises an inter-cooling branch, wherein a water-cooling inter-cooler is arranged in the inter-cooling branch, the inter-cooling branch is connected with the battery pack in parallel, and anti-freezing liquid in the battery pack loop can be led into the inter-cooling branch so as to radiate heat of the pressurized high-temperature air through the anti-freezing liquid.

3. The vehicle thermal management system of claim 1, wherein,

The vehicle thermal management system further comprises an inter-cooling branch, the inter-cooling branch is provided with a water-cooling inter-cooler, the inter-cooling branch is connected with the first heat exchanger in parallel, and refrigerant in the air conditioning loop can be led into the inter-cooling branch so as to dissipate heat of the pressurized high-temperature air through the refrigerant.

4. The vehicle thermal management system of claim 1, wherein,

The vehicle thermal management system further comprises a first valve body, wherein the first valve body is arranged in the battery pack loop and is positioned at the anti-freezing liquid inlet side of the battery pack, the first valve body is further communicated with one end of the electric drive branch, and the first valve body is used for controlling the anti-freezing liquid in the battery pack loop to be led into the battery pack and/or the electric drive branch.

5. The vehicle thermal management system of claim 2, wherein,

The vehicle thermal management system further comprises a second valve body, wherein the second valve body is arranged in the electric drive branch and is positioned at the anti-freezing liquid inlet side of the driving motor, the second valve body is further communicated with one end of the middle cooling branch, and the second valve body is used for controlling the anti-freezing liquid in the electric drive branch to be led into the driving motor and/or the middle cooling branch.

6. The vehicle thermal management system of claim 5,

The vehicle thermal management system comprises a first electronic water pump, wherein the first electronic water pump is arranged in the electric drive branch and is positioned at one side of the second valve body away from the driving motor, and the first electronic water pump is used for realizing circulation of antifreeze in the electric drive branch and/or the intercooling branch.

7. The vehicle thermal management system of claim 4,

The vehicle thermal management system further comprises a third valve body and a self-circulation branch, wherein the third valve body is arranged in the electric drive branch and is positioned at the anti-freezing liquid outlet side of the driving motor, one end of the self-circulation branch is communicated with the third valve body, and the other end of the self-circulation branch is communicated with the part of the electric drive branch, which is positioned between the first valve body and the driving motor;

The third valve body is used for controlling the anti-freezing liquid to be led into the battery pack loop or the self-circulation branch, and when the anti-freezing liquid is led into the self-circulation branch by the third valve body, the first valve body blocks the anti-freezing liquid in the battery pack loop from being led into the electric drive branch.

8. The vehicle thermal management system of claim 1, wherein,

The vehicle thermal management system further comprises a heating loop and a second heat exchanger, wherein a heater for heating the antifreeze in the heating loop is arranged in the heating loop, the second heat exchanger is arranged in the battery pack loop and the heating loop, and when the heated antifreeze in the heating loop enters the second heat exchanger, the antifreeze in the battery pack loop is heated, so that the heated antifreeze in the battery pack loop heats the battery pack.

9. The vehicle thermal management system of claim 8,

The vehicle thermal management system further comprises a second electronic water pump, the second electronic water pump is arranged in the battery pack loop, the second electronic water pump is located between the first heat exchanger and the second heat exchanger, and the second electronic water pump is used for achieving circulation of antifreeze in the battery pack loop.

10. A vehicle comprising a vehicle thermal management system according to any one of claims 1-9, the vehicle thermal management system being capable of dissipating heat from a battery pack and a drive motor of the vehicle.