CN213920594U

CN213920594U - Vehicle thermal management system and electric automobile

Info

Publication number: CN213920594U
Application number: CN202022094144.1U
Authority: CN
Inventors: 钟益林; 凌和平; 吴春芬; 张经科; 何东财
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2020-09-21
Filing date: 2020-09-21
Publication date: 2021-08-10
Anticipated expiration: 2030-09-21

Abstract

The utility model relates to a vehicle thermal management system and electric automobile, vehicle thermal management system includes first thermal management system, first thermal management system includes the compressor, the heat exchanger, two-way expansion assembly and be provided with heat transfer device's battery package, the export of compressor optionally communicates with the first mouth of the heat transfer device of battery package and/or communicates with the import of heat exchanger via first branch road, the second mouth of the heat transfer device of battery package passes through two-way expansion assembly and the one-way intercommunication of the import of heat exchanger, the export of heat exchanger optionally communicates with the import of compressor or communicates with the second mouth of the heat transfer device of battery package via two-way expansion assembly, the first mouth of the heat transfer device of battery package still communicates with the import of compressor via ninth through-flow branch road, be provided with the ninth ooff valve on the ninth through-flow branch road. Through the technical scheme, the pipeline arrangement for heating and cooling the battery pack is simplified, and the cost is reduced.

Description

Vehicle thermal management system and electric automobile

Technical Field

The disclosure relates to the field of air conditioners of electric automobiles, in particular to a vehicle thermal management system and an electric automobile.

Background

In vehicles, particularly electric vehicles and hybrid vehicles, in order to ensure the driving range, the service life and the available power of the electric vehicles and the hybrid vehicles, the power battery of the vehicle needs to be temperature-managed so that the power battery always operates at a proper temperature. In the related art, a battery heat exchange circuit for heating a battery pack is provided, in which a PTC for heating a coolant, a water pump for promoting circulation of the coolant, and a heat exchanger provided at the battery pack for heat exchange with the battery pack are provided. The battery is heated by the PTC in the loop to heat the cooling liquid in the loop, the battery is cooled by the heat exchange between the cooling liquid in the heat exchanger at the battery pack and the refrigerant in the air conditioning system, and the PTC in the loop is closed when the battery is cooled. The battery heat exchange loop additionally designed is used for carrying out heat management on the battery pack, the pipeline arrangement is complex, the number of parts is large, and the cost is high.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide a vehicle thermal management system capable of simplifying a piping arrangement for cooling and heating a battery pack, and reducing costs.

To achieve the above objects, the present disclosure provides a vehicle thermal management system, comprising a first thermal management system, the first thermal management system comprises a compressor, a heat exchanger, a bidirectional expansion assembly and a battery pack provided with a heat exchange device, the outlet of the compressor is selectively communicated with the first port of the heat exchange device of the battery pack and/or communicated with the inlet of the heat exchanger through a first branch circuit, the second port of the heat exchange device of the battery pack is in one-way communication with the inlet of the heat exchanger through the two-way expansion assembly, the outlet of the heat exchanger is selectively communicated with the inlet of the compressor or is communicated with the second port of the heat exchange device of the battery pack in a one-way mode through the two-way expansion assembly, the first port of the heat exchange device of the battery pack is also communicated with an inlet of the compressor through a ninth through-flow branch, and a ninth switch valve is arranged on the ninth through-flow branch.

Optionally, the heat exchanger includes a first heat exchanger, the vehicle thermal management system further includes a second thermal management system, the second thermal management system includes a high-pressure system cooling branch that flows through a high-pressure system, a water pump is connected in series to the high-pressure system cooling branch, an inlet of the high-pressure system cooling branch is communicated with a coolant outlet of the first heat exchanger, an outlet of the high-pressure system cooling branch is communicated with a coolant inlet of the first heat exchanger, the inlet of the heat exchanger includes a coolant inlet of the first heat exchanger, and the outlet of the heat exchanger includes a coolant outlet of the first heat exchanger.

Optionally, the second thermal management system further comprises a reversing valve and a radiator, the outlet of the high-pressure system cooling branch is selectively communicated with the radiator or the cooling liquid inlet of the first heat exchanger through the reversing valve, and the outlet of the radiator is communicated with the inlet of the high-pressure system cooling branch.

Optionally, the second thermal management system further includes a fan, and the fan is disposed opposite to the heat sink to accelerate heat dissipation of the heat sink.

Optionally, the heat exchanger comprises a second heat exchanger for exchanging heat with outside air, the inlet of the heat exchanger comprises a refrigerant inlet of the second heat exchanger, and the outlet of the heat exchanger comprises a refrigerant outlet of the second heat exchanger.

Optionally, the heat exchanger further comprises a second heat exchanger connected in parallel with the first heat exchanger for exchanging heat with the outside air, the inlet of the heat exchanger further comprises a refrigerant inlet of the second heat exchanger, and the outlet of the heat exchanger further comprises a refrigerant outlet of the second heat exchanger.

Optionally, a second port of the heat exchange device of the battery pack is in one-way communication with an inlet of the heat exchanger through a first one-way throttling branch, an outlet of the first branch and an outlet of the first one-way throttling branch are communicated to form a first node, the first node is communicated with a refrigerant inlet of the first heat exchanger through a second flow branch and communicated with an inlet of the second heat exchanger through a third flow branch, a second switch valve is arranged on the second flow branch, and a third switch valve is arranged on the third flow branch.

Optionally, a second port of the heat exchange device of the battery pack is communicated with an inlet of the heat exchanger in a one-way mode through a first one-way throttling branch, an outlet of the heat exchanger is communicated with a second port of the heat exchange device of the battery pack in a one-way mode through a second one-way throttling branch, the first thermal management system comprises a heat exchange branch, the heat exchanger further comprises a second heat exchanger for exchanging heat with outside air, the first heat exchanger and the second heat exchanger are arranged on the heat exchange branch in series, outlets of the first branch and the first one-way throttling branch are respectively communicated with inlets of the heat exchange branch, and an outlet of the heat exchange branch is selectively communicated with an inlet of the compressor or communicated with a second port of the heat exchange device of the battery pack through the second one-way throttling branch.

Optionally, the first heat exchanger is disposed at an upstream of the second heat exchanger in a refrigerant flowing direction, a refrigerant outlet of the first heat exchanger is communicated with an inlet of the second heat exchanger through a fourth bypass, a fourth switching valve is disposed on the fourth bypass, a fifth bypass is further connected in parallel to the fourth switching valve and the second heat exchanger, and a fifth switching valve is disposed on the fifth bypass.

Optionally, the second heat exchanger is disposed upstream of the first heat exchanger in a refrigerant flow direction, an outlet of the first branch and an outlet of the first one-way throttling branch are respectively communicated with an inlet of the second heat exchanger via a sixth through-flow branch, a sixth switching valve is disposed on the sixth through-flow branch, a seventh through-flow branch is further connected in parallel to the sixth switching valve and the second heat exchanger, and a seventh switching valve is disposed on the seventh through-flow branch.

Optionally, the first thermal management system further comprises an internal condenser disposed on the first branch, an inlet of the internal condenser being in communication with an inlet of the compressor, an outlet of the internal condenser being in communication with an inlet of the heat exchanger via a second throttle branch.

Optionally, the first thermal management system further includes an expansion switch valve, the expansion switch valve has a through flow channel and a throttling flow channel inside, when the expansion switch valve is used as a switch valve, the through flow channel inside is conducted, when the expansion switch valve is used as an expansion valve, the throttling flow channel inside is conducted, the expansion switch valve is disposed on the first branch, an inlet of the expansion switch valve is communicated with an outlet of the internal condenser, an outlet of the expansion switch valve is communicated with an inlet of the heat exchanger, and the second throttling branch is a throttling flow channel of the expansion switch valve.

Optionally, an outlet of the compressor is communicated with a first port of the heat exchange device of the battery pack via a first through-flow branch, and a first switch valve is arranged on the first through-flow branch.

Optionally, the first thermal management system further comprises a heater configured to heat air for heating the vehicle.

Optionally, the outlet of the heat exchanger is communicated with the inlet of the compressor via an eighth through-flow branch, and an eighth switch valve is arranged on the eighth through-flow branch.

Optionally, the first thermal management system further includes an in-vehicle evaporator, an outlet of the heat exchanger is further communicated with an inlet of the in-vehicle evaporator via a third throttling branch, an outlet of the in-vehicle evaporator is communicated with an inlet of the compressor via a third one-way branch, and an electronic expansion valve is arranged on the third throttling branch.

Optionally, the bidirectional expansion assembly includes a bidirectional expansion valve, a first check valve and a second check valve, the bidirectional expansion valve is communicated with the first check valve to form a first one-way throttling branch communicated from a second port of the heat exchange device of the battery pack to an inlet of the heat exchanger, and the second check valve is communicated with the bidirectional expansion valve to form a second one-way throttling branch communicated from an outlet of the heat exchanger to the second port of the heat exchange device of the battery pack.

Optionally, the battery pack includes a battery module and a heat exchange device, the heat exchange device includes a plurality of cooling pipelines for guiding a refrigerant, and the plurality of cooling pipelines are laid on a surface of the battery module.

Optionally, the battery pack includes a battery module and a self-heating device for increasing the heat productivity of the battery module, the self-heating device includes a controller, a first motor electric control circuit and a second motor electric control circuit, the first motor electric control circuit and the second motor electric control circuit are respectively electrically connected to the battery pack, the controller is respectively electrically connected to the first motor electric control circuit and the second motor electric control circuit, and the controller is configured to control the first motor electric control circuit to charge and discharge the battery pack for multiple times when operating in a first control mode, so as to heat the battery pack and control the second motor electric control circuit to output torque.

Optionally, the battery pack comprises a battery module and an electrothermal film for increasing the heat productivity of the battery module, and the electrothermal film covers the battery module and is used for providing heat for the battery module.

Optionally, the expansion switch valve includes a valve body, an inlet, an outlet, and an internal flow passage communicated between the inlet and the outlet are formed in the valve body, the internal flow passage includes the through flow passage and the throttle flow passage, the through flow passage is provided with a first valve core, the through flow passage communicating the inlet and the outlet is directly communicated or disconnected by the first valve core, the throttle flow passage is provided with a second valve core, and the throttle flow passage communicating the inlet and the outlet is communicated or disconnected by the second valve core through a throttle orifice.

According to another aspect of the present disclosure, there is provided an electric vehicle including the vehicle thermal management system of any one of the above.

The technical scheme can at least achieve the following technical effects:

through the technical scheme, the heat exchange device is arranged on the battery pack, and the heat exchange between the refrigerant and the battery pack is completed through the heat exchange device, so that an extra heat exchanger and a pipeline communicated with the extra heat exchanger and used for cooling the battery pack are not required to be arranged on the battery pack, the pipeline arrangement for heating and cooling the battery pack is simplified, and the cost is reduced. In addition, the bidirectional throttling branch is reasonably arranged, so that the same branch can be utilized when the battery pack is heated and cooled, a pipeline does not need to be additionally arranged, and the arrangement of the pipeline is further simplified. The battery pack directly exchanges heat with the refrigerant, the heat exchange efficiency is high, the battery pack is not influenced by the external environment, the battery pack can work within a proper temperature range no matter in a high-temperature or low-temperature environment, the charge and discharge efficiency of the battery pack is improved, the cruising ability is improved, the service life of the battery pack is prolonged, and the safety of the battery pack is ensured.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings, the flow direction of the refrigerant in each mode is shown by a dotted arrow:

FIG. 1 is a schematic illustration of a circulation loop of a vehicle thermal management system according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of a circulation loop of a vehicle thermal management system according to another embodiment of the present disclosure;

FIG. 3 is a schematic illustration of a circulation loop of a vehicle thermal management system according to another embodiment of the present disclosure;

FIG. 4 is a schematic view of a recirculation loop of a second thermal management system according to another embodiment of the present disclosure;

FIG. 5 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack heating-high voltage system waste heat utilization mode according to an embodiment of the present disclosure;

FIG. 6 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack heating-to-ambient heat exchange mode according to an embodiment of the present disclosure;

FIG. 7 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack heating-high voltage system waste heat utilization and heat exchange mode with the outside according to an embodiment of the present disclosure;

FIG. 8 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-high pressure system waste heat utilization mode according to an embodiment of the present disclosure;

FIG. 9 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-to-ambient heat exchange mode according to an embodiment of the present disclosure;

FIG. 10 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating-high pressure system waste heat utilization and heat exchange mode with the outside according to one embodiment of the present disclosure;

FIG. 11 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, battery pack heating mode — high pressure system waste heat utilization mode of an embodiment of the present disclosure;

FIG. 12 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, battery pack heating mode — heat exchange with ambient mode according to one embodiment of the present disclosure;

FIG. 13 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, battery pack heating mode-high pressure system waste heat utilization and heat exchange with the outside world mode according to one embodiment of the present disclosure;

FIG. 14 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling mode according to an embodiment of the present disclosure;

FIG. 15 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack cooling mode, or, a passenger compartment heating, battery cooling mode, according to an embodiment of the present disclosure;

FIG. 16 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment cooling, battery pack cooling mode, and battery pack heating mode according to one embodiment of the present disclosure;

FIG. 17 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, battery pack cooling mode according to an embodiment of the present disclosure;

FIG. 18 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, battery pack cooling mode according to another embodiment of the present disclosure;

FIG. 19 is a schematic diagram of a circulation loop of a vehicle thermal management system in battery pack cooling, passenger compartment heating and dehumidification modes according to an embodiment of the present disclosure;

FIG. 20 is a schematic diagram of a circulation loop of a vehicle thermal management system in a battery pack heating, passenger compartment heating and dehumidification mode according to an embodiment of the present disclosure;

FIG. 21 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, dehumidification-heat exchange with ambient mode according to an embodiment of the present disclosure;

FIG. 22 is a schematic illustration of a circulation loop of a vehicle thermal management system in a passenger compartment heating, dehumidification-high pressure system waste heat utilization mode of an embodiment of the present disclosure;

FIG. 23 is a schematic diagram of a circulation loop of a vehicle thermal management system in a passenger compartment heating, dehumidification-high pressure system waste heat utilization and heat exchange mode with the outside world mode according to an embodiment of the present disclosure;

FIG. 24 is a schematic illustration of a circulation loop of a vehicle thermal management system of the present disclosure having another embodiment of a bi-directional expansion assembly;

FIG. 25 is a cross-sectional schematic view of an expansion switch valve of a vehicle thermal management system according to an embodiment of the present disclosure;

fig. 26 is a control schematic diagram of a self-heating device of a battery pack of a vehicle thermal management system according to an embodiment of the present disclosure.

Description of the reference numerals

100-a vehicle thermal management system; 10-a first thermal management system; 11-a compressor; 12-a battery pack; 121-first port; 122-a second port; 13-internal condenser; 14-a second heat exchanger; 15-a heater; 16-a heat exchange branch; 17-an in-vehicle evaporator; 20-a second thermal management system; 21-a first heat exchanger; 22-high pressure system cooling branch; 23-a water pump; 24-a diverter valve; 25-a heat sink; 26-a fan; 50-a bi-directional expansion assembly; 51-a fourth one-way valve; 52-fifth one-way valve; 53-sixth one-way valve; 54-one-way expansion valve; 55-a seventh one-way valve; 61-a first one-way valve; 611-a first unidirectional leg; 62-a second one-way valve; 621-a second unidirectional leg; 63-a third one-way valve; 631-a third unidirectional branch; 65-expansion switch valve; 66-a two-way expansion valve; 67-electronic expansion valve; 71-a first on-off valve; 72-a second on-off valve; 73-a third on-off valve; 74-a fourth switching valve; 75-a fifth on-off valve; 76-a sixth on-off valve; 77-seventh on-off valve; 78-eighth on-off valve; 79-ninth on-off valve; 80-a first branch; 81-a first through-flow branch; 82-a second flow branch; 83-third flow branch; 84-a fourth flow branch; 85-a fifth through branch; 86-sixth flow branch; 87-a seventh through-flow branch; 88-an eighth flow branch; 89-a ninth current branch; 91-bidirectional throttling branch; 92-a second throttling branch; 93-a third throttling leg; 101-a first motor electrical control circuit; 102-a second motor electronic control circuit; 500-a valve body; 501-inlet; 502-outlet; 503-a first spool; 504-a second valve core; 511-a first valve housing; 512-a second valve housing; 521-a first electromagnetic drive; 522-second electromagnetic drive.

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise stated, directional terms such as "upstream and downstream" are used with respect to the flow direction of the refrigerant, specifically, downstream toward the flow direction of the refrigerant and upstream away from the flow direction of the refrigerant, and "inner and outer" refer to inner and outer of the respective component profiles.

In the present disclosure, the electric vehicle may include a pure electric vehicle, a hybrid vehicle, and a fuel cell vehicle. FIG. 1 is a schematic structural diagram of a vehicle thermal management system 100 according to one embodiment of the present disclosure. As shown in fig. 1, the system may include: an HVAC (Heating Ventilation and Air Conditioning) assembly and a damper mechanism (not shown) including a duct that can be used to conduct Air to the interior evaporator 17 and the interior condenser 13.

To simplify the piping to cool and heat the battery pack 12, in one embodiment of the present disclosure, as shown in fig. 1, a vehicle thermal management system 100 is provided. The system includes a first thermal management system 10 that is primarily used for thermal management of the battery pack 12 and the air conditioner. The first thermal management system 10 includes a compressor 11, a heat exchanger, a bi-directional expansion assembly, and a battery pack 12 provided with a heat exchange device (not shown). The outlet of the compressor 11 is optionally in communication with the first port 121 of the heat exchange device of the battery pack 12 and/or with the inlet of the heat exchanger via the first branch 80. The second port 122 of the heat exchanging device of the battery pack 12 is in one-way communication with the inlet of the heat exchanger through the bidirectional expansion assembly. The outlet of the heat exchanger is selectively communicated with the inlet of the compressor 11 or communicated with the second port 122 of the heat exchange device of the battery pack 12 in a one-way mode through the two-way expansion assembly. The first port 121 of the heat exchanging device of the battery pack 12 is also communicated with the inlet of the compressor 11 via a ninth flow branch 89, and the ninth flow branch 89 is provided with a ninth switching valve 79.

In order to prevent damage to the compressor 11, the thermal management system 100 of the vehicle in the present disclosure further includes a gas-liquid separator, an outlet of the gas-liquid separator is communicated with an inlet of the compressor 11, and all branches that need to be communicated with the inlet of the compressor 11 need to pass through the gas-liquid separator before entering the compressor 11. In this way, the refrigerant can first pass through the gas-liquid separator for gas-liquid separation, and the separated gas flows back to the compressor 11, so as to prevent the liquid refrigerant from entering the compressor 11 and damaging the compressor 11, thereby prolonging the service life of the compressor 11 and improving the efficiency of the whole heat pump air conditioning system.

In order to improve the heating and cooling efficiency of the battery pack 12, in one embodiment of the present disclosure, the battery pack 12 includes a battery module and a heat exchange device, the heat exchange device includes a plurality of cooling pipelines for guiding a refrigerant, and the plurality of cooling pipelines are laid on the surface of the battery module. The heat exchange device is configured to transfer heat from the battery module to the refrigerant when cooling the battery or to transfer heat from the refrigerant to the battery module when heating the battery. The heat exchange device is not limited to only cooling the battery pack 12, and when the temperature of the refrigerant in the heat exchange device is higher than that of the battery pack 12, the heat exchange device heats the battery pack 12; when the temperature of the refrigerant in the heat exchanging device is lower than the temperature of the battery pack 12, the heat exchanging device cools the battery pack 12 at this time.

It should be noted that, in the present disclosure, the battery pack 12 may include a battery pack 12 case and a plurality of battery modules disposed in the battery pack 12 case, and the heat exchanging device is disposed in the battery pack 12 case and closely attached to the plurality of battery modules. Therefore, the refrigerant flows through the heat exchange device, and the heat exchange device is tightly attached to the battery modules, so that the refrigerant can directly exchange heat with the battery modules, and the heat exchange efficiency is improved.

The specific structure of the bi-directional expansion assembly 50 is not limited in this disclosure and may be configured as desired, wherein in one embodiment, as shown in fig. 1, the bi-directional expansion assembly 50 includes a bi-directional expansion valve 66, a first check valve 61, and a second check valve 62. The two-way expansion valve 66 communicates with the second port 122 of the heat exchanging device of the battery pack 12, and the first check valve 61 communicates with the two-way expansion valve 66 to form a first one-way throttle branch flowing from the second port 122 of the heat exchanging device to the refrigerant inlet of the heat exchanger (hereinafter, the first heat exchanger and/or the second heat exchanger). Second check valve 62 communicates with bi-directional expansion valve 66 to form a second one-way throttle branch from the outlet of heat exchanger 21 to second port 122 of the heat exchange device. The first unidirectional throttling branch comprises the bidirectional throttling branch 91 and the first unidirectional branch 611, and the second unidirectional throttling branch comprises the second unidirectional branch 621 and the bidirectional throttling branch 91. That is, the pipe line in which the bidirectional expansion valve 66 is located is the bidirectional throttling branch 91, the pipe line in which the first check valve 61 is located is the first check branch 611, and the pipe line in which the second check valve 62 is located is the second check branch 621.

The bidirectional expansion assembly 50 enables the refrigerant to flow from the second port 122 of the heat exchange device of the battery pack 12 to the inlet of the heat exchanger along the first one-way throttling branch when the battery pack 12 is heated, and to flow from the outlet of the heat exchanger 21 to the second port 122 of the heat exchange device of the battery pack 12 along the second one-way throttling branch when the battery pack 12 is cooled. Therefore, the proper arrangement of the bi-directional expansion assembly 50 allows the same branch to be used for heating and cooling the battery pack 12, and no additional piping is required, further simplifying the piping arrangement.

In the embodiment shown in fig. 1, the first check valve 61 forms a first check branch 611, the second check valve forms a second check branch 621, the second check branch 621 only allows the refrigerant flowing out of the refrigerant outlet of the heat exchanger 21 to flow into the second port 122 of the heat exchanging device of the battery pack 12, and the first check branch 611 only allows the refrigerant flowing out of the second port 122 of the heat exchanging device of the battery pack 12 to flow into the inlet of the heat exchanger 21. This unidirectional conduction may be achieved in a number of ways. In one embodiment of the present disclosure, this one-way communication is achieved by a one-way valve. In other alternative embodiments, a controllable switching valve can be provided in the non-return branch, which switching valve is opened only when the flow direction of the refrigerant is correct. The third non-return branch 631, which appears hereinafter, can also be implemented in at least the above two ways, namely by providing a non-return valve or by providing a controllable on-off valve.

As another embodiment of the bidirectional expansion assembly 50, as shown in fig. 25, the bidirectional expansion assembly 50 includes a fourth check valve 51, a fifth check valve 52, a sixth check valve 53, a seventh check valve 55, and a check expansion valve 54, the fourth check valve 51 communicates with the sixth check valve 53 to form a first passage flowing from the second port 122 of the heat exchanger 21 to the inlet of the heat exchanger 21, the fifth check valve 52 communicates with the seventh check valve 55 to form a second passage flowing from the refrigerant outlet of the heat exchanger 21 to the second port 122 of the heat exchanger 21, the outlets of the fourth check valve 51 and the fifth check valve 52 both communicate with the inlet of the check expansion valve 54, and the inlets of the sixth check valve 53 and the seventh check valve 55 both communicate with the outlet of the check expansion valve 54. In this case, the first passage is formed as a first one-way throttle branch including a fourth one-way valve 51, a one-way expansion valve 54, and a sixth one-way valve 53, which are sequentially communicated, and the second passage is formed as a second one-way throttle branch including a fifth one-way valve 52, a one-way expansion valve 54, and a seventh one-way valve 55, which are sequentially communicated.

The following description will take as an example a bi-directional expansion assembly comprising a bi-directional expansion valve 66, a first one-way valve 61 and a second one-way valve 62.

Through the above technical solution, when the ambient temperature is low and the battery pack 12 needs to be heated, as shown in fig. 5 to 6, at this time, the thermal management system is in the battery pack 12 heating mode, the ninth switching valve 79 is closed, and the circulation loop of the refrigerant is: the compressor 11, the first port 121 of the heat exchange device of the battery pack 12, the second port 122 of the heat exchange device of the battery pack 12, the bidirectional throttling branch 91, the first unidirectional branch 611, the heat exchanger, the gas-liquid separator and the compressor 11. When the ambient temperature is low, the electric compressor 11 starts to work to compress the refrigerant, the high-temperature and high-pressure gaseous refrigerant flows out from the compressor, the high-temperature and high-pressure gaseous refrigerant flows into the heat exchange device in the battery pack 12, a large amount of heat is released to exchange heat with the battery pack 12, the medium-temperature and high-pressure refrigerant after heat exchange is throttled and depressurized by the bidirectional throttling branch 91 to form low-temperature and low-pressure liquid, then the low-temperature and low-pressure liquid enters the heat exchanger through the first unidirectional branch 611 to absorb heat, and the high-temperature and low-pressure refrigerant after heat absorption returns to the compressor 11 through the gas-liquid separator to enter the next cycle. Wherein the first one-way branch 611 in the circuit plays a role of controlling the flow direction of the refrigerant, particularly preventing the refrigerant, which is discharged from the first branch 80 in the cooling mode of the battery pack 12 below, from flowing directly to the battery pack 12 via the first one-way branch 611 or directly back to the compressor 11.

When the temperature of the battery pack 12 is too high and the battery pack 12 needs to be cooled, referring to fig. 15 and 17, the thermal management system is in the cooling mode of the battery pack 12, the first switching valve 71 is closed, the ninth switching valve 79 is opened, and the circulation loop of the refrigerant is as follows: the compressor 11, the first branch 80, the heat exchanger, the second one-way branch 621, the two-way throttling branch 91, the second port 122 of the heat exchange device of the battery pack 12, the first port 121 of the heat exchange device of the battery pack 12, the ninth switch valve 79, the gas-liquid separator and the compressor 11. When the temperature of the battery pack 12 is high, the electric compressor 11 starts to work, the compressed refrigerant becomes a high-temperature high-pressure gaseous state, the high-temperature high-pressure gaseous refrigerant flows into the heat exchanger to release a large amount of heat, the low-temperature refrigerant after heat exchange is throttled by the second unidirectional branch 621 and the bidirectional throttling branch 91 and then enters the battery pack 12 to absorb the heat of the battery pack 12, and the high-temperature refrigerant after heat absorption returns to the compressor 11 through the gas-liquid separator to enter the next cycle. Wherein the second one-way branch 621 in the circuit plays a role of controlling the flow direction of the refrigerant, and particularly, prevents the refrigerant flowing out of the second port 122 of the battery pack 12 in the heating mode of the battery pack 12 from directly returning to the compressor 11 via the second one-way branch 621.

Because the heat exchange device is arranged on the battery pack 12, the heat exchange between the refrigerant and the battery pack 12 is completed through the heat exchange device, so that an additional heat exchanger and a pipeline which is communicated with the additional heat exchanger and is used for cooling the battery pack 12 do not need to be arranged on the battery pack 12, the pipeline arrangement for heating and cooling the battery pack 12 is simplified, and the cost is reduced. In addition, the bidirectional throttling branch 91 is reasonably arranged, so that the same branch can be utilized when the battery pack 12 is heated and cooled, and a pipeline does not need to be additionally arranged, so that the arrangement of the pipeline is further simplified. The heat exchange of the battery pack 12 is directly performed by the refrigerant, the heat exchange efficiency is high, the battery pack 12 is not influenced by the external environment, the battery pack 12 can work within a proper temperature range no matter in a high-temperature or low-temperature environment, the charging and discharging efficiency of the battery pack 12 is improved, the cruising ability is improved, the service life of the battery pack 12 is prolonged, and the safety of the battery pack 12 is ensured.

No limitation is made in the present disclosure as to the particular heat exchanger employed. In a first embodiment of the present disclosure, the heat exchanger comprises a first heat exchanger 21 for exchanging heat with a device in a high pressure system in a vehicle. The high-voltage system comprises a motor, a motor controller and a charging and distributing device which work under high voltage. These devices generate a large amount of heat during operation due to their operation at high voltages. The vehicle thermal management system 100 further comprises a second thermal management system 20, the second thermal management system 20 comprises a high-pressure system cooling branch 22 flowing through the high-pressure system, a water pump 23 is connected in series on the high-pressure system cooling branch 22, an inlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid outlet of the first heat exchanger 21, and an outlet of the high-pressure system cooling branch 22 is communicated with a cooling liquid inlet of the first heat exchanger 21. The outlet of the first branch 80 communicates with the refrigerant inlet of the first heat exchanger 21, the outlet of the first one-way branch 611 communicates with the refrigerant inlet of the first heat exchanger 21, and the refrigerant outlet of the first heat exchanger 21 selectively communicates with the inlet of the compressor 11 or with the second port 122 of the heat exchanging device of the battery pack 12 via the second one-way branch 621.

Alternatively, the first heat exchanger 21 is a plate heat exchanger, which is a high efficiency heat exchanger formed by stacking a series of corrugated metal sheets. Thin rectangular channels are formed between the various plates through which heat is exchanged. The plate heat exchanger has the characteristics of high heat exchange efficiency, small heat loss, compact and light structure, small occupied area, wide application, long service life and the like. Under the condition of the same pressure loss, the heat transfer coefficient of the heat exchanger is 3-5 times higher than that of the tubular heat exchanger, the occupied area of the heat exchanger is one third of that of the tubular heat exchanger, and the heat recovery rate can reach more than 90 percent, so that the heat exchanger does not occupy excessive space on a vehicle.

The first heat exchanger 21 has four inlets and outlets, which are respectively a refrigerant inlet and a refrigerant outlet for the circulation of a refrigerant, and a coolant inlet and a coolant outlet for the circulation of a coolant.

When the first heat exchanger 21 is used to heat the battery pack 12, the system is in the battery pack 12 heating-high-pressure system waste heat utilization mode, as shown in fig. 5, on the basis of the refrigerant circulation loop in the battery pack 12 heating mode, the refrigerant flows through the heat exchangers, specifically, the refrigerant flows into the first heat exchanger 21 from the refrigerant inlet of the first heat exchanger 21 and flows out from the refrigerant outlet of the first heat exchanger 21, and the following steps are performed: the compressor 11, the first port 121 of the heat exchange device of the battery pack 12, the second port 122 of the heat exchange device of the battery pack 12, the bidirectional throttling branch 91, the first unidirectional branch 611, the refrigerant inlet of the first heat exchanger 21, the refrigerant outlet of the first heat exchanger 21, the gas-liquid separator and the compressor 11.

At this time, the second thermal management system 20 is in the high-pressure system waste heat utilization mode, and as shown in fig. 5, the circulation loop of the coolant is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the water pump 23, the cooling liquid inlet of the first heat exchanger 21, the cooling liquid outlet of the first heat exchanger 21 and the high-pressure system cooling branch 22.

A water pump 23 connected in series with the high-pressure system cooling branch 22 provides circulating power for the entire second thermal management system 20. When the cooling branch 22 of the high-pressure system flows through the high-pressure system, heat exchange can be performed with the high-pressure system to absorb heat in the high-pressure system, and the cooling liquid absorbing heat of the high-pressure system can exchange heat with the refrigerant flowing through the first heat exchanger 21 when flowing through the first heat exchanger 21, so that the heat absorbed from the high-pressure system is transferred to the refrigerant, the heat can be used for heating the battery pack 12, the waste heat of the high-pressure system is effectively utilized, the heat can be utilized for heating the battery pack 12 while devices in the high-pressure system are cooled, the energy utilization rate is improved, the battery pack 12 does not need to be heated by an air conditioner, and therefore the heating energy efficiency of the air-conditioning system for a passenger compartment can be improved.

In order to dissipate heat from the high-pressure system, in one embodiment of the present disclosure, as shown in fig. 1, the second thermal management system 20 further includes a reversing valve 24 and a radiator 25, an outlet of the high-pressure system cooling branch 22 is selectively communicated with the radiator 25 or a coolant inlet of the first heat exchanger 21 via the reversing valve 24, and an outlet of the radiator 25 is communicated with an inlet of the high-pressure system cooling branch 22.

In the above-mentioned heating-high-voltage system waste heat utilization mode of the battery pack 12, the cooling liquid flowing out of the high-voltage system cooling branch 22 of the high-voltage system needs to flow through the first heat exchanger 21 for heat exchange with the cooling liquid, so as to heat the refrigerant, so that the temperature of the refrigerant is increased, and at the same time, the temperature of the cooling liquid is decreased, and the cooled cooling liquid enters the high-voltage system cooling branch 22 to cool the high-voltage system. At this time, as shown in fig. 5, the second thermal management system 20 is in the high-pressure system waste heat utilization mode, and the circulation loop of the coolant is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the water pump 23, the first heat exchanger 21 and the high-pressure system cooling branch 22.

When heat is not required to be supplied to the refrigerant, the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system flows into the radiator 25, the heat of the cooling liquid is dissipated through the radiator 25, and the cooled cooling liquid returns to the high-pressure system cooling branch 22 to cool the high-pressure system. At this time, as shown in fig. 6, the second thermal management system 20 is in the high-pressure system heat dissipation mode, and the circulation loop of the cooling fluid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the water pump 23, the radiator 25 and the high-pressure system cooling branch 22.

Alternatively, the diverter valve 24 is a three-way valve having three ports, a, b and c, respectively. It will be appreciated that in other embodiments the reversing valve 24 may also be a multi-way reversing valve 24, as long as the coolant from the water pump 23 can be selectively communicated with the radiator 25 or the first heat exchanger 21.

When heat exchange with the refrigerant through the first heat exchanger 21 is required, the port a and the port c are communicated, and when heat exchange with the refrigerant through the first heat exchanger 21 is not required, the port b and the port c are communicated, and heat is dissipated to the cooling liquid in the second thermal management system 20 through the radiator 25, and further the high-pressure system.

It should be noted that, when heat needs to be exchanged with the refrigerant by using the first heat exchanger 21, for example, when heat absorbed from the high-pressure system needs to be transferred to the refrigerant by the first heat exchanger 21, for example, in the battery pack 12 heating mode, the second heat pipe system is in the high-pressure system waste heat utilization mode. When it is not desired for first heat exchanger 21 to exchange heat with a refrigerant, such as in the battery pack 12 cooling mode below, the heat exchange mode with the outside world, second thermal management system 20 is in the high-pressure system heat dissipation mode.

In another embodiment of the present disclosure, the radiator 25 is connected in parallel with the first heat exchanger 21 in a manner different from the above, as shown in fig. 4, the coolant outlet of the first heat exchanger 21 is communicated with the inlet of the water pump 23, the outlet of the water pump 23 is respectively communicated with the inlet of the radiator 25 or the inlet of the high-pressure system cooling branch 22 via the reversing valve 24, the radiator 25 is communicated with the inlet of the high-pressure system cooling branch 22 via the reversing valve 24, and the outlet of the high-pressure system cooling branch 22 is communicated with the coolant inlet of the first heat exchanger 21.

In this embodiment, when the second thermal management system 20 is in the high-pressure system residual heat utilization mode, as shown in fig. 4, the circulation loop of the cooling liquid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the first heat exchanger 21, the water pump 23, the reversing valve 24(a and c are communicated), and the high-pressure system cooling branch 22.

When the second thermal management system 20 in this embodiment is in the high-pressure system cooling mode, as shown in fig. 4, the circulation loop of the cooling fluid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the first heat exchanger 21, the water pump 23, the radiator 25, the reversing valve 24(a and b are communicated), and the high-pressure system cooling branch 22. The heat of the coolant in the lines of the second thermal management system 20 is dissipated to the air by the radiator 25 and the coolant also exchanges heat with the refrigerant in the first heat exchanger 21, further reducing the temperature of the coolant.

In order to increase the heat dissipation of the heat sink 25 and improve the heat dissipation effect, in an embodiment of the present disclosure, as shown in fig. 1, the second thermal management system 20 further includes a fan 26, and the fan 26 is disposed opposite to the heat sink 25 to dissipate the heat in the heat sink 25 into the air, so as to increase the heat dissipation of the heat sink 25.

In the second embodiment of the present disclosure, the heat exchanger may include a second heat exchanger 14 for exchanging heat with the air of the outside. In the cooling mode of the battery pack 12 and the heating mode of the battery pack 12, the inlet of the heat exchanger is the refrigerant inlet of the second heat exchanger 14, and the outlet of the heat exchanger is the refrigerant outlet of the second heat exchanger 14.

When it is desired to heat the battery pack 12, the second heat exchanger 14 absorbs heat from the outside air to raise the temperature of the refrigerant flowing through the second heat exchanger 14. When cooling of the battery pack 12 is required, heat is dissipated to the outside through the second heat exchanger 14, and the temperature of the refrigerant is lowered.

When the second heat exchanger 14 is used to heat the battery pack 12, the system is in a heating-to-outside heat exchange mode for the battery pack 12, as shown in fig. 6, on the basis of the refrigerant circulation loop in the above-mentioned heating mode for the battery pack 12, the above-mentioned refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the second heat exchanger 14, and: the compressor 11, the first port 121 of the heat exchange device of the battery pack 12, the second port 122 of the heat exchange device of the battery pack 12, the bidirectional throttling branch 91, the first unidirectional branch 611, the second heat exchanger 14, the gas-liquid separator and the compressor 11.

When the temperature of the battery pack 12 is too high and the battery pack 12 needs to be cooled, at this time, the vehicle thermal management system 100 is in a battery pack 12 cooling mode, i.e., a heat exchange mode with the outside, referring to fig. 15, based on the refrigerant circulation loop in the battery pack 12 cooling mode, the refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the second heat exchanger 14, and the refrigerant circulation loop is as follows: the compressor 11, the first branch 80, the second heat exchanger 14, the second one-way branch 621, the two-way throttling branch 91, the second port 122 of the heat exchange device of the battery pack 12, the first port 121 of the heat exchange device of the battery pack 12, the ninth switching valve 79, the gas-liquid separator and the compressor 11.

In order to selectively pass the refrigerant flowing out of the compressor 11 through the battery pack 12 or the first branch passage 80 in the present disclosure, and to control the flow direction of the refrigerant, in one embodiment of the present disclosure, as shown in fig. 1, an expansion switch valve 65 is provided on the first branch passage 80, a through flow passage and a throttle flow passage are provided inside the expansion switch valve 65, the through flow passage inside the expansion switch valve 65 is conducted when the expansion switch valve 65 is used as a switch valve, and the throttle flow passage inside the expansion switch valve 65 is conducted when the expansion switch valve 65 is used as an expansion valve.

In a third embodiment of the present disclosure, the heat exchanger comprises a first heat exchanger 21 for exchanging heat with the high pressure system and a second heat exchanger 14 for exchanging heat with the outside. The first heat exchanger 21 and the second heat exchanger 14 are connected in parallel.

In actual use, when the battery pack 12 is heated, the first heat exchanger 21 and/or the second heat exchanger 14 may be selected to heat the battery pack 12 as needed. The scheme of heating the battery pack 12 by using the first heat exchanger 21 or the second heat exchanger 14 alone may refer to the above battery pack 12 heating-high-voltage system waste heat utilization mode and the battery pack 12 heating-external heat exchange mode, and will not be described herein again.

When the first heat exchanger 21 and the second heat exchanger 14 are required to heat the battery pack 12 at the same time, the first heat exchanger 21 absorbs heat of the high-pressure system, and the second heat exchanger 14 absorbs heat of the outside air, so that the temperature of the refrigerant is increased. Adopt first heat exchanger 21 to combine together second thermal management system 20 and first thermal management system 10 (air conditioner etc.) that are used for high-pressure system, when ambient temperature is lower or under the extreme low temperature operating mode, high-pressure system high power component (motor, automatically controlled) can carry out strategies such as motor stalling and produce heat, improve high-pressure system's heat production volume to supplementary second heat exchanger 14 work has expanded this first thermal management system 10's workable temperature range, helps promoting the energy utilization of whole car, promotes the continuation of the journey of whole car. When cooling of the battery pack 12 is required, heat is dissipated to the outside through the second heat exchanger 14, and the temperature of the refrigerant is lowered.

When the first heat exchanger 21 and the second heat exchanger 14 are used to heat the battery pack 12, and the system is in a heating-high-voltage system waste heat utilization and heat exchange mode with the outside, as shown in fig. 7, on the basis of the refrigerant circulation loop in the above-mentioned heating mode of the battery pack 12, the above-mentioned refrigerant flows through the heat exchangers, specifically the refrigerant flows through the first heat exchanger 21 and the second heat exchanger 14, respectively, which are: the compressor 11, the first port 121 of the heat exchange device of the battery pack 12, the second port 122 of the heat exchange device of the battery pack 12, the bidirectional throttling branch 91, the first one-way branch 611, the second heat exchanger 14, the first heat exchanger 21, the gas-liquid separator and the compressor 11.

When the temperature of the battery pack 12 is too high and the battery pack 12 needs to be cooled, at this time, the first thermal management system 10 is in a battery pack 12 cooling mode — a heat exchange mode with the outside world, and at this time, the second thermal management system 20 is in a high-pressure system heat dissipation mode, referring to fig. 15, on the basis of the refrigerant circulation loop in the battery pack 12 cooling mode, the refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the second heat exchanger 14, and the refrigerant circulation loop is as follows: the compressor 11, the first branch 80, the second heat exchanger 14, the second one-way branch 621, the two-way throttling branch 91, the second port 122 of the heat exchange device of the battery pack 12, the first port 121 of the heat exchange device of the battery pack 12, the ninth switching valve 79, the gas-liquid separator and the compressor 11. At this time, the second thermal management system 20 is in the high-pressure system heat dissipation mode, and referring to fig. 15, the circulation loop of the cooling fluid is: the cooling liquid flowing out of the high-pressure system cooling branch 22 of the high-pressure system, namely the water pump 23, the radiator 25 and the high-pressure system cooling branch 22.

In order to control the refrigerant, specifically, to flow to the first heat exchanger 21 and/or the second heat exchanger 14, in one embodiment of the present disclosure, as shown in fig. 1, an outlet of the first branch 80 and an outlet of the first one-way branch 611 are communicated to form a first node, the first node is communicated with a refrigerant inlet of the first heat exchanger 21 via a second flow branch 82 and communicated with an inlet of the second heat exchanger 14 via a third flow branch 83, the second flow branch 82 is provided with a second switching valve 72, and the third flow branch 83 is provided with a third switching valve 73.

By providing the second on-off valve 72 in the second flow path 82 and the third on-off valve 73 in the third flow path 83, it is possible to: when refrigerant is required to flow through only the second flow branch 82, the second on-off valve 72 is opened and the first on-off valve 71 is closed, as in the above heating of the battery pack 12-high pressure system waste heat utilization mode (as shown in fig. 5); when it is required that the refrigerant flows through only the third through-flow path, the third switching valve 73 is opened and the second switching valve 72 is closed, as in the above battery pack 12 heating-to-outside heat exchange mode (shown in fig. 6) and battery pack 12 cooling mode-to-outside heat exchange mode (shown in fig. 15); when it is required that the refrigerant simultaneously flows through the third flow passage 83 and the second flow passage 82, the second on-off valve 72 and the third on-off valve 73 are simultaneously opened, as in the above heating of the battery pack 12, the high-pressure system residual heat utilization and the heat exchange mode with the outside (as shown in fig. 7).

Alternatively, in one embodiment, the second on-off valve 72, the third on-off valve 73, and the like may be solenoid valves. It is understood that in other embodiments, the second switch valve 72, the third switch valve 73, etc. may be any valve capable of performing a switching function, and the disclosure is not limited thereto, and may be, for example, the direction valve 24, etc. Other switching valves (e.g., the fourth to ninth switching valves 79) appearing hereinafter in the present disclosure may be solenoid valves or other valves capable of performing a switching function, which is not limited by the present disclosure and will not be described in detail hereinafter.

In a fourth embodiment of the present disclosure, the first heat exchanger 21 and the second heat exchanger 14 are connected in series. The first thermal management system 10 includes a heat exchange branch 16, the first heat exchanger 21 and the second heat exchanger 14 are arranged in series on the heat exchange branch 16, outlets of the first branch 80 and the first one-way branch 611 are respectively communicated with an inlet of the heat exchange branch 16, and an outlet of the heat exchange branch 16 is selectively communicated with an inlet of the compressor 11 or communicated with the second port 122 of the heat exchange device of the battery pack 12 via the second one-way branch 621 and the two-way throttling branch 91.

When the thermal management system is in the battery pack 12 heating mode, the ninth switching valve 79 is closed, and the circulation loop of the refrigerant is as follows: the compressor 11-the first port 121 of the heat exchange device of the battery pack 12-the second port 122 of the heat exchange device of the battery pack 12-the bidirectional throttling branch 91-the first unidirectional branch 611-the first heat exchanger 21 and the second heat exchanger 14 (or the second heat exchanger 14 and the first heat exchanger 21) -the gas-liquid separator-the compressor 11.

When the thermal management system is in the battery pack 12 cooling mode, the circulation loop of the refrigerant is as follows: the compressor 11, the first branch 80, the first heat exchanger 21 and the second heat exchanger 14 (or the second heat exchanger 14 and the first heat exchanger 21), the second unidirectional branch 621, the bidirectional throttling branch 91, the second port 122 of the heat exchange device of the battery pack 12, the first port 121 of the heat exchange device of the battery pack 12, the ninth switching valve 79, the gas-liquid separator and the compressor 11.

Compared with the parallel scheme, the first heat exchanger 21 and the second heat exchanger 14 are connected in series, and no branch for shunting the refrigerant is generated, so that the flow rate of the refrigerant passing through the second heat exchanger 14 and the first heat exchanger 21 is larger than that in the parallel scheme, and the refrigerant in the series scheme performs secondary heat exchange, so that the heat of the first heat exchanger 21 and the heat of the second heat exchanger 14 can be absorbed simultaneously, and more heat is absorbed.

In the first embodiment of the fourth embodiment of the present disclosure, the first heat exchanger 21 and the second heat exchanger 14 are connected in series, and as shown in fig. 2, the first heat exchanger 21 is disposed upstream of the second heat exchanger 14 in the refrigerant flowing direction, the refrigerant outlet of the first heat exchanger 21 communicates with the inlet of the second heat exchanger 14 via a fourth flow branch 84, the fourth flow branch 84 is provided with the fourth switching valve 74, the fourth switching valve 74 and the second heat exchanger 14 are further connected in parallel with a fifth flow branch 85, and the fifth flow branch 85 is provided with the fifth switching valve 75.

By providing the fourth switching valve 74 in the fourth flow path 84 and the fifth switching valve 75 in the fifth flow path 85, it is possible to: when the heating demand can be satisfied only by the first heat exchanger 21 while the fourth switching valve 74 is closed and the fifth switching valve 75 is opened, the refrigerator flows only through the first heat exchanger 21 and is heated by the first heat exchanger 21. When the heating demand is large, the fifth switching valve 75 is closed and the fourth switching valve 74 is opened, and the refrigerant flows through the first heat exchanger 21 for heat exchange and then flows through the second heat exchanger 14 for second heat exchange.

In the second embodiment of the fourth embodiment of the present disclosure, the first heat exchanger 21 and the second heat exchanger 14 are connected in series, and as shown in fig. 3, the second heat exchanger 14 is disposed upstream of the first heat exchanger 21 in the refrigerant flow direction, the outlet of the first branch passage 80 and the outlet of the first one-way branch 611 are respectively communicated with the inlet of the second heat exchanger 14 via a sixth flow branch passage 86, the sixth flow branch passage 86 is provided with a sixth on-off valve 76, the sixth on-off valve 76 and the second heat exchanger 14 are also connected in parallel with a seventh flow branch passage 87, and the seventh flow branch passage 87 is provided with a seventh on-off valve 77.

By providing sixth switching valve 76 in sixth flow branch 86 and seventh switching valve 77 in seventh flow branch 87, it is possible to: when the heating demand can be satisfied only by the first heat exchanger 21 while the sixth switching valve 76 is closed and the seventh switching valve 77 is opened, the refrigerator flows only through the first heat exchanger 21, and is heated by the first heat exchanger 21. When the heating demand is large, the seventh switching valve 77 is closed and the sixth switching valve 76 is opened, and the refrigerant flows through the second heat exchanger 14 for heat exchange and then flows through the first heat exchanger 21 for second heat exchange.

Moreover, since the second heat exchanger 14 absorbs heat from the outside air, the first heat exchanger 21 absorbs heat from the high-pressure system, and the temperature in the high-pressure system is significantly higher than the temperature in the outside environment, the first heat exchanger 21 is disposed downstream of the second heat exchanger 14, and after the refrigerant which absorbs heat from the outside air and comes out of the second heat exchanger 14 enters the first heat exchanger 21, the refrigerant further exchanges heat with the high-temperature cooling liquid which absorbs heat from the high-pressure system, so as to absorb more heat, the energy utilization rate is higher, and the heating capacity of the first thermal management system 10 is comprehensively improved.

In order to achieve heating of the passenger compartment of the vehicle, in one embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes an internal condenser 13, the internal condenser 13 is disposed on the first branch 80, an inlet of the internal condenser 13 is communicated with an inlet of the compressor 11, and an outlet of the internal condenser 13 is communicated with an inlet of the heat exchanger via a second throttling branch 92.

By providing internal condenser 13, vehicle thermal management system 100 can also implement a passenger compartment heating mode, wherein ninth switching valve 79 is closed and the refrigerant cycle is: the compressor 11, the internal condenser 13, the second throttling branch 92 (namely the throttling flow channel of the expansion switch valve 65), the heat exchanger, the gas-liquid separator and the compressor 11.

When the passenger compartment does not require heating, such as the above-described heating mode of the battery pack 12 or the following passenger compartment cooling mode, the air is controlled by the damper mechanism not to pass through the internal condenser 13, and since no air passes through, no heat exchange is performed in the internal condenser 13, and the internal condenser 13 is used only as a flow passage.

Similar to the first to fourth embodiments, in this embodiment, as shown in fig. 8, the heat exchanger may be a first heat exchanger 21, which absorbs heat of the high-pressure system only through the first heat exchanger 21 to heat the passenger compartment, when the first thermal management system 10 is in the passenger compartment heating-high-pressure system waste heat utilization mode, when the second thermal management system 20 is in the high-pressure system waste heat utilization mode;

in addition, when the passenger compartment needs heating and the battery needs cooling in a common low-temperature environment (such as 10 ℃), the first thermal management system 10 is in a cooling and passenger compartment heating mode of the battery pack 12, and the second thermal management system 20 is in a high-pressure system waste heat utilization mode or a high-pressure system heat dissipation mode. In this mode, the primary purpose is to utilize the absorbed heat at the battery pack 12 to heat the passenger compartment. When the heat of the battery pack 12 can meet the heating requirement of the passenger compartment, the second thermal management system 20 is in the high-voltage system heat dissipation mode. When the heat of the battery pack 12 is not enough to meet the heating requirement of the passenger compartment, the refrigerant needs to absorb the heat of the high-pressure system, the second thermal management system 20 is in the high-pressure system waste heat utilization mode, and the system is in the battery pack 12 cooling and passenger compartment heating mode, referring to fig. 17, on the basis of the refrigerant circulation loop in the battery pack 12 cooling mode, the refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the first heat exchanger 21. In this mode, the damper in the internal condenser 13 is opened to heat the passenger compartment, and then the refrigerant flows into the first heat exchanger 21 to absorb the heat of the high-pressure system in the coolant, and the temperature is raised, and the raised refrigerant is throttled and depressurized by the two-way expansion valve 66 and flows into the direct-current device of the battery pack 12. Note that the temperature of the refrigerant is still lower than the temperature of the battery pack 12. The refrigerant having a lower temperature exchanges heat with the battery pack 12, absorbs the heat of the battery pack 12, lowers the temperature of the battery pack 12, further raises the temperature, and returns the refrigerant having a raised temperature to the compressor 11. After being compressed by the compressor 11, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 flows into the interior condenser 13 to heat the passenger compartment.

Alternatively, as shown in fig. 9, the heat exchanger may be the second heat exchanger 14, and only the second heat exchanger 14 absorbs external heat to heat the passenger compartment, when the first thermal management system 10 is in the passenger compartment heating-heat exchanging mode with the external, and when the second thermal management system 20 is in the high-pressure system heat dissipation mode. In addition, when the temperature of the battery pack 12 is too high, the battery pack 12 needs to be cooled, and at the same time, the passenger compartment needs to be warmed, at this time, the first thermal management system 10 is in a cooling mode of the battery pack 12 and a heating mode of the passenger compartment, which are heat exchange modes with the outside, and at this time, the second thermal management system 20 is in a high-pressure system heat dissipation mode, referring to fig. 15, on the basis of the refrigerant circulation loop in the cooling mode of the battery pack 12, the refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the second heat exchanger 14. In this mode, the damper in the internal condenser 13 is opened to heat the passenger compartment, and then the refrigerant flows into the second heat exchanger 14, and then the direct-current device that flows into the battery pack 12 after being throttled down by the two-way expansion valve 66 exchanges heat with the battery pack 12, and the refrigerant absorbs the heat of the battery pack 12 to lower the temperature of the battery pack 12, and the refrigerant after being warmed is returned to the compressor 11. After being compressed by the compressor 11, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 flows into the interior condenser 13 to heat the passenger compartment.

Alternatively, as shown in fig. 10, the heat exchangers may be the first heat exchanger 21 and the second heat exchanger 14 connected in parallel, and the first heat exchanger 21 and the second heat exchanger 14 connected in parallel absorb heat simultaneously to heat the passenger compartment, where the first thermal management system 10 is in a passenger compartment heating-high pressure system waste heat utilization and heat exchange mode with the outside, and where the second thermal management system 20 is in a high pressure system waste heat utilization mode.

In addition, in addition to the passenger compartment heating, when the battery temperature is too high, the battery pack 12 needs to be cooled, and in this mode, the purpose is mainly to heat the passenger compartment by using the absorbed heat at the battery pack 12. When the heat of the battery pack 12 can meet the heating requirement of the passenger compartment, the second thermal management system 20 is in the high-voltage system heat dissipation mode. When the heat of the battery pack 12 is not enough to meet the heating requirement of the passenger compartment, the refrigerant needs to absorb the heat of the high-pressure system or the outside, and the second thermal management system 20 is in the high-pressure system waste heat utilization mode, and at this time, as shown in fig. 18, the system is in the passenger compartment heating and battery pack 12 cooling mode, and on the basis of the passenger compartment heating and battery pack 12 cooling mode (fig. 17), the refrigerant flows through the heat exchanger, specifically, the refrigerant flows through the first heat exchanger 21 and/or the second heat exchanger 14. In this mode, the damper in the internal condenser 13 is opened to heat the passenger compartment, and then flows into the first heat exchanger 21 and/or the second heat exchanger 14 to absorb heat, and then throttled down via the two-way expansion valve 66 and flows into the direct current device of the battery pack 12. Note that the temperature of the refrigerant is still lower than the temperature of the battery pack 12. The refrigerant having a lower temperature exchanges heat with the battery pack 12, absorbs the heat of the battery pack 12, lowers the temperature of the battery pack 12, further raises the temperature, and returns the refrigerant having a raised temperature to the compressor 11. After being compressed by the compressor 11, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 flows into the interior condenser 13 to heat the passenger compartment.

Or, as shown in fig. 2 to 3, the heat exchangers may be the first heat exchanger 21 and the second heat exchanger 14 connected in series, and the first heat exchanger 21 and the second heat exchanger 14 connected in series simultaneously absorb heat to heat the passenger compartment, when the first thermal management system 10 is in the passenger compartment heating-high pressure system residual heat utilization and heat exchange mode with the outside, when the second thermal management system 20 is in the high pressure system residual heat utilization mode.

The vehicle thermal management system 100 can simultaneously realize a passenger compartment heating mode and a battery pack 12 heating mode, at this time, the system is in the passenger compartment heating mode and the battery pack 12 heating mode, as shown in fig. 11 to 13, the refrigerant flowing out of the compressor 11 is divided into two paths, and flows to the in-vehicle condenser 13 and the battery pack 12, the passenger compartment and the battery pack 12 can be simultaneously heated by the first heat exchanger 21 (refer to fig. 11, passenger compartment heating, battery pack 12 heating mode-high-pressure system waste heat utilization mode) or the second heat exchanger 14 (refer to fig. 12, passenger compartment heating, battery pack 12 heating mode-heat exchange with the outside), alternatively, the passenger compartment and the battery pack 12 may be simultaneously heated by the first heat exchanger 21 and the second heat exchanger 14 (referring to fig. 13, passenger compartment heating, battery pack 12 heating mode — high-pressure system waste heat utilization and heat exchange with the outside). The remaining refrigerant and coolant flow paths have been described in detail in the various modes above with respect to the battery pack 12 and will not be described again.

Alternatively, the second throttling branch 92 is a throttling flow path of the expansion switch valve 65, the inlet of the expansion switch valve 65 is communicated with the outlet of the internal condenser 13, and the outlet of the expansion switch valve 65 is communicated with the inlet of the heat exchanger.

In order to selectively pass the refrigerant flowing out of the compressor 11 through the battery pack 12 or the first branch passage 80 in the present disclosure, in one embodiment of the present disclosure, as shown in fig. 1, an outlet of the compressor 11 is communicated with the first port 121 of the heat exchange device of the battery pack 12 through a first through-flow branch passage 81, and the first through-flow branch passage 81 is provided with a first switching valve 71.

The flow direction of the refrigerant flowing out of the compressor 11 can be controlled by the combined control of the expansion switching valve 65 and the first switching valve 71, as follows: when the first switching valve 71 is opened and the expansion switching valve 65 is closed, the refrigerant from the compressor 11 flows only to the battery pack 12, and only the battery pack 12 can be heated; when the first on-off valve 71 is closed and the expansion on-off valve 65 is opened, the refrigerant from the compressor 11 flows only to the in-vehicle condenser 13, and can heat only the passenger compartment; when the first switching valve 71 is opened and the expansion switching valve 65 is opened, the refrigerant from the compressor 11 flows to the battery pack 12 and the interior condenser 13, respectively, thereby heating the passenger compartment and the battery pack 12 at the same time. Thus, by means of the combined control of the expansion on-off valve 65 and the first on-off valve 71, it is achieved that the outlet of the compressor 11 is selectively in communication with the first port 121 of the heat exchange device of the battery pack 12 and/or with the inlet of the internal condenser 13.

To further enhance the heating of the passenger compartment, as shown in fig. 1, the first thermal management system 10 further includes a heater 15, and the heater 15 is configured to heat air for heating the vehicle interior passing through the interior condenser 13. The heater 15 may be an air heater 15 (APTC). When the heat released by the condenser 13 is insufficient to heat the air to a desired temperature, the heater 15 is turned on to further heat the air by the heater 15, thereby satisfying the heating requirement of the passenger compartment.

In order to be able to control the flow direction of the refrigerant flowing out of the heat exchanger, which in the present disclosure optionally flows through the battery pack 12 or back to the compressor 11 or the following in-vehicle evaporator 17, in one embodiment of the present disclosure, the outlet of the heat exchanger communicates with the inlet of the compressor 11 via an eighth flow branch 88, as shown in fig. 1, on which eighth flow branch 88 an eighth on-off valve 78 is arranged.

By providing the bidirectional expansion valve 66 on the bidirectional throttle branch 91, the electronic expansion valve 67 on the following third throttle branch 93, and the eighth switching valve 78 on the eighth through-flow branch 88, the specific flow direction of the refrigerant flowing out of the outlet of the heat exchanger can be controlled by the combined control of the bidirectional expansion valve 66, the electronic expansion valve 67, and the eighth switching valve 78.

In order to realize the refrigeration of the passenger compartment of the vehicle, in an embodiment of the present disclosure, as shown in fig. 1, the first thermal management system 10 further includes an interior evaporator 17, an outlet of the heat exchanger is further communicated with an inlet of the interior evaporator 17 via a third throttling branch 93, the outlet of the interior evaporator 17 is communicated with an inlet of the compressor 11 via a third one-way branch 631, and the third throttling branch 93 is provided with an electronic expansion valve 67.

By providing the interior evaporator 17, the vehicle thermal management system 100 can also realize various passenger compartment cooling modes, and at this time, as shown in fig. 14, 16, and 20, the first switching valve 71 is closed, the air is controlled by the damper mechanism not to pass through the interior condenser 13, the interior condenser 13 is used only as a flow passage, the high-temperature and high-pressure refrigerant flowing out from the outlet of the interior condenser 13 enters the heat exchanger via the through-flow branch of the expansion switching valve 65 for heat exchange, and the low-temperature and high-pressure refrigerant is reduced in pressure by throttling by the electronic expansion valve 67 on the third throttling branch 93 to become a low-temperature and low-pressure refrigerant, and enters the interior evaporator 17 for evaporation and heat absorption, thereby reducing the temperature of the passenger compartment of the vehicle. In the passenger compartment cooling mode, the first switching valve 71 is closed, the eighth switching valve 78 is closed, and the refrigerant circulation circuit is: compressor 11-internal condenser 13 (not performing heat exchange) -second throttling branch 92 (expansion switch valve 65) -heat exchanger-internal evaporator 17-third one-way branch 631-gas-liquid separator-compressor 11.

Among them, the third one-way bypass 631 is to prevent the refrigerant flowing out of the first port 121 of the battery pack 12 from flowing back into the interior evaporator 17 instead of flowing back to the compressor 11 in the cooling mode of the battery pack 12. The third one-way bypass 631 allows only the refrigerant flowing out of the outlet of the in-vehicle evaporator 17 to return to the compressor 11, and does not allow the refrigerant to flow from the outlet of the in-vehicle evaporator 17 through the in-vehicle evaporator 17. This unidirectional conduction may be achieved in a number of ways. In one embodiment of the present disclosure, a third one-way valve 63 is provided on the third one-way branch 631. In other alternative embodiments, the third one-way branch 631 is provided with an on-off valve that is opened only when the refrigerant flowing from the in-vehicle evaporator 17 returns to the compressor 11.

Similar to the first to fourth embodiments described above, in this embodiment, the heat exchanger may include various embodiments, and as shown in fig. 14, the heat exchanger may be the second heat exchanger 14, and only the second heat exchanger 14 dissipates heat, lowers the temperature of the refrigerant, and cools or dehumidifies the passenger compartment, when the first thermal management system 10 is in the passenger compartment cooling or dehumidifying mode, and when the second thermal management system 20 is in the high-pressure system heat dissipation mode. When the battery pack 12 and the passenger compartment need to be cooled simultaneously, as shown in fig. 16, at this time, the first thermal management system 10 is in a passenger compartment cooling and battery pack 12 cooling mode, at this time, the second thermal management system 20 is in a high-pressure system heat dissipation mode, at this time, the refrigerant flowing out of the second heat exchanger 14 is divided into two paths, one path flows into the heat exchange device of the battery pack 12 through the second one-way valve 62 and the two-way expansion valve 66, and the other path flows into the in-vehicle evaporator 17 through the electronic expansion valve 67, so that the passenger compartment and the battery pack 12 are cooled simultaneously.

Alternatively, the heat exchanger may be the first heat exchanger 21 and the second heat exchanger 14 in parallel. When the ambient humidity is high, the passenger compartment is easily fogged, at this time, dehumidification by the in-vehicle evaporator 17 is required, and at this time, when the temperature of the battery pack 12 is too high, as shown in fig. 19, the system is in the battery pack 12 cooling, passenger compartment heating and dehumidification mode. On the basis of the cooling of the battery pack 12 and the heating of the passenger compartment, the refrigerant flowing out of the outlet of the internal condenser 13 flows into the first heat exchanger 21 and/or the second heat exchanger 14, the refrigerant flowing out of the first heat exchanger 21 and/or the second heat exchanger 14 is divided into two paths, one path of the refrigerant flows into the heat exchange device of the battery pack 12 through the second one-way valve 62 and the two-way expansion valve 66 to cool the battery pack 12, absorbs the heat of the battery pack 12, the other path of the refrigerant flows into the internal evaporator 17 through the electronic expansion valve 67 to dehumidify the passenger compartment, then the refrigerant flows into the gas-liquid separator and finally returns to the compressor 11, the refrigerant flowing out of the compressor 11 flows into the internal condenser 13, and the air door mechanism controls the air to pass through the internal condenser 13, the refrigerant is condensed in the internal condenser 13 to heat the air, and heats the passenger compartment. Similar to the cooling and passenger compartment heating mode of the battery pack 12, which is described above, the second thermal management system 20 is in the high-voltage system heat dissipation mode when the heat of the battery pack 12 can meet the heating requirement of the passenger compartment, mainly for heating the passenger compartment by using the heat of the battery pack 12. When the heat of the battery pack 12 is not enough to meet the heating requirement of the passenger compartment, the refrigerant needs to absorb the heat of the high-pressure system, and the second thermal management system 20 is in the waste heat utilization mode of the high-pressure system.

In addition, when dehumidification by the in-vehicle evaporator 17 is required and the temperature of the battery pack 12 is too low at this time, the system is in the battery pack 12 heating, passenger compartment heating and dehumidification mode at this time, as shown in fig. 20. On the basis of the heating of the battery pack 12 and the heating of the passenger compartment, the high-temperature and high-pressure refrigerant compressed by the compressor 11 is divided into two paths, one path of the refrigerant enters the battery pack 12 through the opened first switch valve 71, the refrigerant flowing out of the second port 122 of the battery pack 12 enters the first heat exchanger 21 and/or the second heat exchanger 14 through the two-way expansion valve 66 and the first check valve 61 to absorb heat, the other path of the refrigerant enters the interior condenser 13 to heat the passenger compartment of the vehicle, the refrigerant condensed by the interior condenser 13 is throttled by the expansion switch valve 65 and then converged into the first heat exchanger 21 and/or the second heat exchanger 14 to absorb heat, the heated refrigerant is divided into two paths, one path of the refrigerant is throttled and depressurized into the medium-temperature and low-pressure refrigerant by the electronic expansion valve 67 and then enters the interior evaporator 17 to dehumidify the passenger compartment of the vehicle, and then returns to the compressor 11 through the third check valve 63, the other path is returned to the compressor 11 via the opened eighth switching valve 78.

In addition, the thermal management system of the present disclosure is also capable of implementing a passenger compartment heating, dehumidifying mode as shown in fig. 21-23 using the heat exchanger (the first heat exchanger 21 and/or the second heat exchanger 14), the interior evaporator 17, and the interior condenser 15 when heating or cooling of the battery pack is not required. Among them, fig. 21 shows a passenger compartment heating, dehumidifying-heat exchange mode with the outside using the second heat exchanger 14; fig. 22 shows a passenger compartment heating and dehumidifying-high-pressure system waste heat utilization mode using the first heat exchanger 21; fig. 23 shows the passenger compartment heating, dehumidification-high pressure system waste heat utilization and heat exchange with the outside world mode using the first heat exchanger 21 and the second heat exchanger 14.

In the heating and dehumidifying mode of the passenger compartment, the circulation loop of the refrigerant is as follows: compressor-internal condenser (heating) -heat exchanger (first heat exchanger 21 and/or second heat exchanger 14) -internal evaporator (dehumidification) -gas-liquid separator-compressor. When the first heat exchanger 24 is utilized to implement the passenger compartment heating and dehumidification mode, the second thermal management system is in the high-pressure system waste heat utilization mode.

This one-way communication mode can be achieved in various ways, and in one embodiment of the present disclosure, as shown in fig. 1, a first one-way valve 61 is disposed on the first one-way branch 611, and a second one-way valve 62 is disposed on the second one-way branch 621. The first check valve 61 allows only the refrigerant flowing out of the second port 122 of the battery pack 12 to flow into the heat exchanger through the first check valve 61. The second check valve 62 allows only the refrigerant flowing out of the heat exchanger to flow through the second check valve 62 to the second port 122 of the battery pack 12.

In other alternative embodiments, similar to the above alternative embodiment of the third check valve 63, a switching valve may be further provided on the first check branch 611 or the second check branch 621, and the switching valve is opened only when the flow direction of the refrigerant is correct.

In the present disclosure, the expansion switching valve 65 is a valve having both an expansion valve function and an on-off valve function, and may be regarded as an integration of the on-off valve and the expansion valve. An example embodiment of the expansion switching valve 65 will be provided hereinafter.

When the battery pack 12 is heated by the second heat exchanger 14, the expansion switch valve 65 is used as an expansion valve, and the high-temperature and high-pressure refrigerant discharged from the compressor 11 is throttled and depressurized by the throttle flow passage inside the expansion switch valve 65 and is supplied to the second heat exchanger 14. When the battery pack 12 is cooled by the second heat exchanger 14, the expansion switch valve 65 is used as a switch valve, and the refrigerant flowing out of the compressor 11 is supplied to the heat exchanger and the battery pack 12 through a through-flow passage inside the expansion switch valve 65. When the refrigerant flowing from the compressor 11 needs to flow through the first branch line 80, the expansion switching valve 65 is opened; when the refrigerant flowing out of the compressor 11 directly flows only to the battery pack 12, the expansion switching valve 65 is closed, thereby closing the first branch passage 80 so that the refrigerant flowing out of the compressor 11 entirely flows into the branch passage where the battery pack 12 is located.

As shown in fig. 25, the above-mentioned expansion switching valve 65 may include a valve body 500 in which an inlet, an outlet, and an internal flow passage communicating between the inlet and the outlet are formed, the internal flow passage being mounted with a first valve spool 503 and a second valve spool 504, the first valve spool 503 directly communicating or disconnecting the inlet 501 and the outlet 502, and the second valve spool 504 communicating or disconnecting the inlet 501 and the outlet 502 through a choke 505.

The "direct communication" realized by the first valve core 503 means that the coolant entering from the inlet 501 of the valve body 500 can directly flow to the outlet 502 of the valve body 500 through the internal flow passage without being affected by the coolant passing through the first valve core 503, and the "disconnection communication" realized by the first valve core means that the coolant entering from the inlet 501 of the valve body 500 cannot pass through the first valve core and cannot flow to the outlet 502 of the valve body 500 through the internal flow passage. The "communication through the orifice" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 can flow to the outlet 502 of the valve body 500 through the orifice after passing through the second valve spool and throttling, and the "disconnection" realized by the second valve spool means that the coolant entering from the inlet 501 of the valve body 500 cannot flow to the outlet 502 of the valve body 500 through the orifice 505 without passing through the second valve spool.

In this way, the expansion switching valve 65 of the present disclosure can allow the coolant entering from the inlet 501 to achieve at least three states by controlling the first spool and the second spool. I.e., 1) an off state; 2) a direct communication state across the first spool 503; and 3) throttle communication across the second spool 504.

After the high-temperature and high-pressure liquid refrigerant is throttled by the throttle 505, the refrigerant can become low-temperature and low-pressure atomized hydraulic refrigerant, conditions can be created for the evaporation of the refrigerant, namely the cross-sectional area of the throttle 505 is smaller than that of the outlet 504, and the opening degree of the throttle 505 can be adjusted by controlling the second valve core, so that the flow rate of the refrigerant flowing through the throttle 505 is controlled, the insufficient refrigeration caused by too little refrigerant is prevented, and the liquid impact phenomenon of the compressor 11 caused by too much refrigerant is prevented. That is, the cooperation of the second spool 504 and the valve body 500 may make the expansion switching valve 65 function as an expansion valve.

Thus, the first valve core 503 and the second valve core 504 are installed on the internal flow channel of the same valve body 500 to realize the on-off control and/or throttling control functions of the inlet 501 and the outlet 502, the structure is simple, the production and the installation are easy, and when the expansion switch valve 65 provided by the disclosure is applied to a thermal management system, because the expansion switch valve 65 integrates a switch valve and an expansion valve, compared with the prior art, at least two branches connected in parallel (a through-flow branch and a throttling branch) need to be arranged, only one branch flowing through the expansion switch valve 65 needs to be arranged, the pipeline connection is simplified, the oil return of the thermal management system is facilitated, the refrigerant charge of the whole thermal management system can be reduced, and the cost is reduced.

As an exemplary internal mounting structure of the valve body 500, as shown in fig. 25, the valve body 500 includes a valve seat forming an internal flow passage and a first valve housing 511 and a second valve housing 512 mounted on the valve seat, a first electromagnetic driving portion 521 for driving a first valve core 503 is mounted in the first valve housing 511, a second electromagnetic driving portion 522 for driving a second valve core 504 is mounted in the second valve housing 512, the first valve core 503 extends from the first valve housing 511 to the internal flow passage in the valve seat 510, and the second valve core 504 extends from the second valve housing 512 to the internal flow passage in the valve seat 510.

Wherein, the position of the first valve core 503 can be conveniently controlled by controlling the on/off of the first electromagnetic driving part 521, such as an electromagnetic coil, so as to control the direct connection or disconnection of the inlet 501 and the outlet 502; the position of the second spool 504 can be conveniently controlled by controlling the energization and de-energization of the second electromagnetic drive 522, e.g., a solenoid, to control whether the inlet 501 and outlet 502 are in communication with the orifice 505. In other words, the expansion valve and the solenoid valve having the common inlet 501 and the common outlet 502 are installed in parallel in the valve body 500, so that the automatic control of the opening and closing and/or the throttling of the expansion switch valve 65 can be realized, and the pipeline direction can be simplified.

As an alternative embodiment of the expansion switching valve 65, an expansion valve may be provided in the first branch 80, and a switching valve may be provided in parallel to the expansion valve. When the throttling of the refrigerant is not needed, the expansion valve is closed, and the switch valve is opened, so that the refrigerant directly flows through the branch where the switch valve is located; when it is desired to throttle the refrigerant, the expansion valve is opened and the on-off valve is closed, so that the refrigerant flows through the first branch passage 80 in which the expansion valve is located.

In order to increase the heating effect of the battery pack 12, in one embodiment of the present disclosure, as shown in fig. 26, the battery pack 12 includes a self-heating device (not shown) for increasing the amount of heat generation of the battery module. The self-heating device comprises a controller, a first motor electric control circuit 101 and a second motor electric control circuit 102, wherein the first motor electric control circuit 101 and the second motor electric control circuit 102 are respectively and electrically connected with the battery pack 12, the controller is respectively and electrically connected with the first motor electric control circuit 101 and the second motor electric control circuit 102, and the controller is configured to control the first motor electric control circuit 101 to charge and discharge the battery pack 12 for multiple times when running in a first control mode so as to heat the battery pack 12 and control the second motor electric control circuit 102 to output torque.

The self-heating device of the embodiment comprises a first motor electric control circuit 101, a second motor electric control circuit 102, a first energy storage module and a controller, when the controller is configured to operate in a first control mode, the controller controls a first motor inverter in the first motor electric control circuit 101 to enable the battery pack 12, the first motor inverter and a first motor winding to form a first battery pack heating circuit, heats the internal resistance of the battery pack 12 through the first battery pack heating circuit, controls a second motor inverter in the second motor electric control circuit 102 to enable the second motor electric control circuit 102 to output power, realizes the cooperative operation of the heating of the battery pack 12 and the driving of the motor, and avoids the excessive loss of the motor winding and the motor inverter in the motor driving circuit due to the heating through the first motor electric control circuit 101 and the driving through the second motor electric control circuit 102, the service life of the device in the circuit is prolonged.

The first battery pack heating circuit is realized through a battery oscillation heating circuit module. The battery vibrates heating circuit and can realize that the battery wraps high frequency and charges and discharge in turn, still includes a plurality of energy storage original paper and switch original paper in this circuit. When the temperature of the battery pack reaches the starting heating threshold value, the battery pack alternately charges and discharges with the energy storage element, and the self-heating of the battery pack is realized by utilizing the characteristic that the low-temperature resistance of the battery pack is higher. The energy storage element comprises a capacitor, an inductor and the like, and the alternating charging and discharging frequency between the battery pack and the energy storage element is realized by the switching element.

As another embodiment for heating the battery pack 12, the battery pack 12 may include an electro-thermal film (not shown) for increasing the heat generation amount of the battery module, and the electro-thermal film is coated on the battery module to supply heat to the battery module. The electrothermal film can be, for example, a semi-transparent polyester film which can generate heat after being electrified, and is made of conductive special printing ink and metal current carrying strips which are processed and hot-pressed between insulating polyester films. The electric heating film is used as a heating body during working, heat is sent into a space in a radiation mode, and a heated object obtains heat, so that the temperature is increased.

Through set up self-heating device on battery package 12, through the foretell heat transfer device that flows through there is the refrigerant of self-heating device stack, can show the effect that increases the heating to battery package 12, promoted battery rate of rise of temperature. Meanwhile, since a large amount of heat is generated in the high voltage system when the battery pack 12 is heated by the provided self-heating device, the energy utilization rate can be improved by the waste heat utilization of the high voltage system.

The present disclosure also provides an electric vehicle including the vehicle thermal management system 100 provided above. The electric vehicle can comprise a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle and the like.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims

1. A vehicle thermal management system, characterized in that it comprises a first thermal management system (10), said first thermal management system (10) comprising a compressor (11), a heat exchanger, a bidirectional expansion assembly and a battery pack (12) provided with a heat exchange device, the outlet of said compressor (11) being in communication, optionally, with a first port (121) of the heat exchange device of said battery pack (12) and/or with the inlet of said heat exchanger via a first branch (80), the second port (122) of the heat exchange device of said battery pack (12) being in unidirectional communication, via said bidirectional expansion assembly, with the inlet of said heat exchanger, the outlet of said heat exchanger being in communication, optionally, with the inlet of said compressor (11) or with the second port (122) of the heat exchange device of said battery pack (12) via said bidirectional expansion assembly, the first port (121) of the heat exchange device of said battery pack (12) being in unidirectional communication, also via a ninth through-flow branch (89), with said compressor (11) ) Is provided with a ninth on-off valve (79) on the ninth through-flow branch (89).

2. The vehicle thermal management system of claim 1, wherein the heat exchanger comprises a first heat exchanger (21), the vehicle thermal management system (100) further comprises a second thermal management system (20), the second thermal management system (20) comprises a high-pressure system cooling branch (22) flowing through a high-pressure system, a water pump (23) is connected in series on the high-pressure system cooling branch (22), an inlet of the high-pressure system cooling branch (22) is communicated with a coolant outlet of the first heat exchanger (21), an outlet of the high-pressure system cooling branch (22) is communicated with a coolant inlet of the first heat exchanger (21), the inlet of the heat exchanger comprises a coolant inlet of the first heat exchanger, and the outlet of the heat exchanger comprises a coolant outlet of the first heat exchanger.

3. The vehicle thermal management system according to claim 2, characterized in that the second thermal management system (20) further comprises a reversing valve (24) and a radiator (25), the outlet of the high-pressure system cooling branch (22) being in selective communication with the radiator (25) or the coolant inlet of the first heat exchanger (21) via the reversing valve (24), the outlet of the radiator (25) being in communication with the inlet of the high-pressure system cooling branch (22).

4. The vehicle thermal management system of claim 3, wherein the second thermal management system (20) further comprises a fan (26), the fan (26) being disposed opposite the heat sink (25) to accelerate heat dissipation from the heat sink (25).

5. The vehicle thermal management system of claim 1, wherein the heat exchanger comprises a second heat exchanger (14) for exchanging heat with ambient air, the inlet of the heat exchanger comprising a refrigerant inlet of the second heat exchanger (14), and the outlet of the heat exchanger comprising a refrigerant outlet of the second heat exchanger (14).

6. The vehicle thermal management system of claim 2, wherein the heat exchanger further comprises a second heat exchanger (14) in parallel with the first heat exchanger (21) for exchanging heat with ambient air, the inlet of the heat exchanger further comprising a refrigerant inlet of the second heat exchanger (14), and the outlet of the heat exchanger further comprising a refrigerant outlet of the second heat exchanger (14).

7. The vehicle thermal management system according to claim 6, characterized in that the second port (122) of the heat exchanging device of the battery pack (12) is in one-way communication with an inlet of a heat exchanger through a first one-way throttling branch, an outlet of the first branch (80) and an outlet of the first one-way throttling branch are communicated to form a first node, the first node is communicated with a refrigerant inlet of the first heat exchanger (21) through a second flow-through branch (82) and communicated with an inlet of the second heat exchanger (14) through a third flow-through branch (83), a second switch valve (72) is arranged on the second flow-through branch (82), and a third switch valve (73) is arranged on the third flow-through branch (83).

8. The vehicle thermal management system according to claim 2, characterized in that the second port (122) of the heat exchanging device of the battery pack (12) is in one-way communication with the inlet of a heat exchanger via a first one-way throttling branch, the outlet of the heat exchanger is in one-way communication with the second port (122) of the heat exchanging device of the battery pack (12) via a second one-way throttling branch, the first thermal management system (10) comprises a heat exchanging branch (16), the heat exchanger further comprises a second heat exchanger (14) for exchanging heat with the outside air, the first heat exchanger (21) and the second heat exchanger (14) are arranged in series on the heat exchanging branch (16), the outlets of the first branch (80) and the first one-way throttling branch are respectively in communication with the inlet of the heat exchanging branch (16), and the outlet of the heat exchanging branch (16) is selectively in communication with the inlet of the compressor (11) or with the battery pack (12) via the second one-way throttling branch The second port (122) of the heat exchange device.

9. The vehicle thermal management system according to claim 8, wherein the first heat exchanger (21) is arranged upstream of the second heat exchanger (14) in a refrigerant flow direction, a refrigerant outlet of the first heat exchanger (21) is communicated with an inlet of the second heat exchanger (14) through a fourth flow branch (84), a fourth switching valve (74) is arranged on the fourth flow branch (84), a fifth flow branch (85) is further connected in parallel to the fourth switching valve (74) and the second heat exchanger (14), and a fifth switching valve (75) is arranged on the fifth flow branch (85).

10. The vehicle thermal management system according to claim 8, characterized in that the second heat exchanger (14) is arranged upstream of the first heat exchanger (21) in a refrigerant flow direction, an outlet of the first branch (80) and an outlet of the first one-way throttling branch are respectively communicated with an inlet of the second heat exchanger (14) through a sixth flow branch (86), a sixth switching valve (76) is arranged on the sixth flow branch (86), a seventh flow branch (87) is further connected in parallel on the sixth switching valve (76) and the second heat exchanger (14), and a seventh switching valve (77) is arranged on the seventh flow branch (87).

11. The vehicle thermal management system of any of claims 1-10, characterized in that the first thermal management system (10) further comprises an internal condenser (13), the internal condenser (13) being disposed on the first branch (80), an inlet of the internal condenser (13) being in communication with an inlet of the compressor (11), an outlet of the internal condenser (13) being in communication with an inlet of the heat exchanger via a second throttling branch (92).

12. The vehicle thermal management system according to claim 11, characterized in that the first thermal management system (10) further includes an expansion switching valve (65), the expansion switching valve (65) having a through-flow passage and a throttle passage inside, the through-flow passage inside being conducted when the expansion switching valve (65) is used as a switching valve, the throttle passage inside being conducted when the expansion switching valve (65) is used as an expansion valve, the expansion switching valve (65) being provided on the first branch (80), an inlet of the expansion switching valve (65) being communicated with an outlet of the interior condenser (13), an outlet of the expansion switching valve (65) being communicated with an inlet of the heat exchanger, the second throttle branch (92) being a throttle passage of the expansion switching valve (65).

13. The vehicle thermal management system according to claim 1, characterized in that the outlet of the compressor (11) communicates with a first port (121) of the heat exchange means of the battery pack (12) via a first through-flow branch (81), the first through-flow branch (81) being provided with a first on-off valve (71).

14. The vehicle thermal management system of claim 11, wherein the first thermal management system (10) further comprises a heater (15), the heater (15) being configured to heat air for heating an interior of the vehicle.

15. The vehicle thermal management system of any of claims 1-10, characterized in that an outlet of the heat exchanger communicates with an inlet of the compressor (11) via an eighth through-flow branch (88), the eighth through-flow branch (88) having an eighth on-off valve (78) disposed thereon.

16. The vehicle thermal management system according to any of claims 1-10, characterized in that the first thermal management system (10) further comprises an in-vehicle evaporator (17), the outlet of the heat exchanger further communicates with the inlet of the in-vehicle evaporator (17) via a third throttling branch (93), the outlet of the in-vehicle evaporator (17) communicates with the inlet of the compressor (11) via a third one-way branch (631), and an electronic expansion valve (67) is arranged on the third throttling branch (93).

17. The vehicle thermal management system of any of claims 1-10, characterized in that the bi-directional expansion assembly comprises a bi-directional expansion valve (66), a first one-way valve (61), and a second one-way valve (62), the bi-directional expansion valve (66) communicating with the first one-way valve (61) to form a first one-way throttling branch that communicates from the second port of the heat exchange device of the battery pack to the inlet of the heat exchanger, the second one-way valve (62) communicating with the bi-directional expansion valve (66) to form a second one-way throttling branch that communicates from the outlet of the heat exchanger to the second port of the heat exchange device of the battery pack.

18. The vehicle thermal management system of any of claims 1-10, characterized in that the battery pack (12) comprises a battery module and a heat exchange device comprising a plurality of cooling lines for conducting a refrigerant, the plurality of cooling lines being laid on a surface of the battery module.

19. The vehicle thermal management system of any of claims 1-10, the battery pack (12) includes a battery module and a self-heating device for increasing the amount of heat generated from the battery module, the self-heating device comprises a controller, a first motor electric control circuit and a second motor electric control circuit, the first motor electric control circuit and the second motor electric control circuit are respectively and electrically connected with the battery pack (12), the controller is respectively electrically connected with the first motor electric control circuit and the second motor electric control circuit, the controller is configured to control the first motor electrical control circuit to charge and discharge the battery pack (12) a plurality of times when operating in a first control mode, so as to heat the battery pack (12) and control the second motor electric control circuit to output torque.

20. The vehicle thermal management system of any of claims 1-10, wherein the battery pack (12) comprises a battery module and an electro-thermal film for increasing the heat generation of the battery module, the electro-thermal film overlying the battery module for providing heat to the battery module.

21. The vehicle thermal management system according to claim 12, wherein the expansion switching valve (65) includes a valve body having an inlet, an outlet, and an internal flow passage communicating between the inlet and the outlet, the internal flow passage including the through flow passage and the throttle flow passage, the through flow passage having a first valve element mounted thereon, the first valve element directly communicating or disconnecting the through flow passage communicating the inlet and the outlet, the throttle flow passage having a second valve element mounted thereon, the second valve element communicating or disconnecting the throttle flow passage communicating the inlet and the outlet through a throttle orifice.

22. An electric vehicle, characterized in that it comprises a vehicle thermal management system (100) according to any one of claims 1-21.