CN219583904U - Thermal management system and vehicle - Google Patents

Abstract

The utility model discloses a thermal management system and a vehicle, comprising: an air conditioning system, the air conditioning system comprising: the system comprises a compressor, a first condenser, a first heat exchanger and a second heat exchanger, wherein the first condenser and the second heat exchanger are mutually connected in parallel, and one end of the compressor, one end of the first condenser and one end of the first heat exchanger are connected so as to heat a passenger cabin; an electric motor system, the electric motor system comprising: battery, motor and multi-way valve. Wherein, part of the high-temperature and high-pressure refrigerant flowing out of the compressor flows to the first condenser to release heat so as to heat the passenger cabin; the other part of the refrigerant flows to the second heat exchanger to release heat so as to heat the battery; the two parts of refrigerants are collected at the first heat exchanger, and the first heat exchanger can recover the heat of a motor or the heat of a battery by controlling the on-off of a plurality of valve ports of the multi-way valve, so that the full utilization of the heat of the whole vehicle is realized.

Description

Thermal management system and vehicle

Technical Field

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

Background

Along with the national energy saving and emission reduction technical route, under the background of continuously tightened automobile fuel consumption, pollutant emission and carbon emission control regulations, the automobile industry technology is developed to low carbonization, the transformation of the automobile motorization is continuously accelerated, and the low carbonization development taking pure electric drive as a main line is gradually formed. The pure electric vehicle market is developed at a high speed, the continuous voyage mileage is slowly improved, the comfort level of the instant temperature control of the cockpit, the battery and electric drive assembly and the like are related to ensure the performance and safety of the whole vehicle, and the proper thermal management scheme optimizes the continuous voyage mileage, so that the electric vehicle is developed from air cooling to more complex liquid cooling battery thermal management and PTC heating passenger cabin to a heat pump system, and a new energy thermal management system is more and more complex.

In the related art, most heat management systems use indirect heat pumps and high-pressure water heating PTC, and a passenger cabin and a battery heating system share the high-pressure air water heating PTC for electric heating, so that the conversion efficiency is low; by adopting an indirect heat pump, heating and electricity are needed through a heat exchanger or a water mixing mode, so that heat is transmitted for many times, heat is lost, and energy consumption is low; the PTC is shared by battery heating and heating, so that PTC performance is matched greatly, and the cost is high.

Disclosure of Invention

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, the utility model provides a thermal management system, which is characterized in that a motor and a first heat exchanger are connected in series by controlling the on-off of a plurality of valve ports of a multi-way valve, so that the first heat exchanger can recover the heat of the motor or the heat of a battery, and the full utilization of the heat of the whole vehicle is realized.

The utility model further provides a vehicle.

A thermal management system according to an embodiment of the first aspect of the utility model comprises: an air conditioning system, the air conditioning system comprising: the system comprises a compressor, a first condenser, a first heat exchanger and a second heat exchanger, wherein the first condenser and the second heat exchanger are mutually connected in parallel, and one end of the compressor, one end of the first condenser and one end of the first heat exchanger are connected so as to heat a passenger cabin; an electric motor system, the electric motor system comprising: the multi-way valve is selectively communicated with the motor, the battery, the first heat exchanger and the second heat exchanger, and the battery is connected with the first heat exchanger and the second heat exchanger in parallel so as to recycle heat of the motor or heat of the battery or heat the battery.

According to the thermal management system of the embodiment of the utility model, part of the high-temperature and high-pressure refrigerant flowing out of the compressor flows to the first condenser, and releases heat at the first condenser to heat the passenger cabin; the other part of the refrigerant flows to the second heat exchanger, and releases heat at the second heat exchanger to heat the battery; two parts of refrigerants are collected at the first heat exchanger, and the motors and the first heat exchanger are connected in series by controlling the on-off of a plurality of valve ports of the multi-way valve, so that the first heat exchanger can recover the heat of the motors or the heat of the batteries, and the full utilization of the heat of the whole vehicle is realized.

According to some embodiments of the utility model, further comprising: the compressor 11 is provided with an exhaust port and a return air port, one end of the first condenser and one end of the second condenser are communicated with the exhaust port, the other end of the second condenser is communicated with the evaporator, and the other end of the evaporator is communicated with the return air port.

According to some embodiments of the utility model, the thermal management system further comprises: and one end of the radiator is connected with the motor in series and is connected with the battery and the first heat exchanger in series through the multi-way valve so as to radiate heat of the battery or the motor.

According to some embodiments of the utility model, the multi-way valve comprises: the first valve port is communicated with one end of the motor, the second valve port and the third valve port are respectively communicated with two ends of the first heat exchanger, the fourth valve port is respectively communicated with the other end of the motor and one end of the radiator, and the fifth valve port is communicated with the other end of the radiator.

According to some embodiments of the utility model, the thermal management system further comprises: the three-way valve comprises a sixth valve port, a seventh valve port and an eighth valve port, the sixth valve port is communicated with one end of the battery, the seventh valve port is communicated with the third valve port, and the eighth valve port is communicated with one end of the second heat exchanger.

According to some embodiments of the utility model, the thermal management system further comprises: a first check valve and a first throttling element, the first check valve comprising: a first inlet and a first outlet, the first inlet communicating with one end of the first condenser, the first outlet communicating with one end of the second heat exchanger and one end of the first throttling element, respectively; the other end of the first throttling element is in communication with the evaporator.

According to some embodiments of the utility model, further comprising: a second check valve, the second check valve comprising: a second inlet and a second outlet, the second inlet is communicated with one end of the second condenser, and the second outlet is respectively communicated with one end of the first heat exchanger, one end of the second heat exchanger and one end of the evaporator; the other end of the first heat exchanger and the other end of the evaporator are communicated with the air return port, and the other end of the second condenser and the other end of the second heat exchanger are communicated with the air exhaust port.

According to some embodiments of the utility model, the thermal management system further comprises: and the second throttling element is communicated between the second one-way valve and the first heat exchanger so as to regulate the flow of the refrigerant flowing through the first heat exchanger.

According to some embodiments of the utility model, the thermal management system further comprises: the heating core body is arranged on one side of the first condenser, and the first fan is used for blowing air to the passenger cabin.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: the thermal management system.

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

Drawings

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

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

fig. 2 is a heating schematic diagram of an air conditioning system according to an embodiment of the present utility model;

FIG. 3 is a schematic view of a passenger compartment dehumidification and heating battery of a thermal management system according to an embodiment of the present disclosure;

fig. 4 is a schematic diagram of a refrigeration of an air conditioning system according to an embodiment of the present utility model;

FIG. 5 is a motor cooling schematic of a motor system according to an embodiment of the utility model;

FIG. 6 is a schematic diagram of battery passive cooling of an electric machine system according to an embodiment of the present utility model;

fig. 7 is a schematic diagram of the recovered motor heat of the motor system according to an embodiment of the present utility model.

Reference numerals:

100. a thermal management system;

11. a compressor; 12. a second condenser; 13. a first throttling element; 14. an evaporator; 15. a second one-way valve; 16. a first condenser; 17. a first one-way valve; 18. a first stop valve; 19. a third stop valve;

21. a battery; 22. a motor; 23. a first heat exchanger; 24. a second heat exchanger; 25. a multi-way valve; 26. a three-way valve; 27. a second throttling element; 28. a second shut-off valve;

30. a heat sink; 31. a second fan;

40. heating the core; 41. a first fan.

Detailed Description

Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.

A thermal management system 100 according to an embodiment of the present utility model is described below with reference to fig. 1-7, and a vehicle including the thermal management system 100 is also presented.

The thermal management system 100 includes: an air conditioning system and a motor system. The refrigerant can circulate in the air conditioning system, so that the refrigerant can exchange heat with air in the passenger cabin for refrigeration or exchange heat with outdoor air for heating, and the effect of refrigerating or heating the passenger cabin is achieved.

Referring to fig. 1 and 2, the air conditioning system includes: the compressor 11, the first condenser 16, the first heat exchangers 23 and the second heat exchanger 24 are connected in series, and the second heat exchanger 24 is connected in parallel with the first condenser 16 to heat the passenger compartment. The compressor 11 can output a high-temperature high-pressure gaseous refrigerant, part of the high-temperature high-pressure gaseous refrigerant flows through the first condenser 16, the first condenser 16 is arranged indoors, indoor air absorbs heat of the high-temperature high-pressure gaseous refrigerant at the first condenser 16, so that the temperature of the passenger cabin is increased, the purpose of heating the passenger cabin is achieved, condensation of the gaseous refrigerant is achieved, and the refrigerant becomes a liquid state at the moment; then the air is gasified into gaseous refrigerant by the heat absorbed by the first heat exchanger 23, and the gaseous refrigerant returns to the compressor 11, so that the circulation of the refrigerant in the air conditioning system is realized.

The motor system includes: the battery 21, the motor 22 and the multi-way valve 25 are mutually connected in parallel, and the battery 21 is connected with the first heat exchanger 23 and the second heat exchanger 24 in parallel, and the multi-way valve 25 selectively communicates with the motor 22, the battery 21, the first heat exchanger 23 and the second heat exchanger 24 to recover heat of the motor 22 or heat of the battery 21 or heat the battery 21.

According to fig. 1, the multi-way valve 25 has a plurality of valve ports, and when the multi-way valve 25 is connected to the motor 22 and the first heat exchanger 23, the motor 22 is connected in series with the first heat exchanger 23, so that heat of the motor 22 can flow to the first heat exchanger 23, i.e., heat generated by the motor 22 is transferred to the first heat exchanger 23.

Specifically, part of the high-temperature and high-pressure gaseous refrigerant output by the compressor 11 flows through the first condenser 16, exchanges heat with indoor air at the first condenser 16, and the indoor air absorbs heat of the high-temperature and high-pressure gaseous refrigerant at the first condenser 16 so as to raise the temperature of the passenger cabin, thereby achieving the purpose of heating the passenger cabin and realizing condensation of the gaseous refrigerant, and the refrigerant becomes liquid at the moment; the other part of the high-temperature high-pressure gaseous refrigerant flows to the second heat exchanger 24, and a large amount of heat is released from the refrigerant at the second heat exchanger 24, and the heat absorbed by the second heat exchanger 24 can be used for heating the battery 21 because the battery 21 and the second heat exchanger 24 are connected in parallel; the two parts of refrigerants are collected at the first heat exchanger 23, the heat of the motor 22 is absorbed at the first heat exchanger 23, the two parts of refrigerants are gasified into gaseous refrigerants, and the gaseous refrigerants return to the compressor 11, so that the circulation of the refrigerants in an air conditioning system is realized.

Thereby, part of the high-temperature and high-pressure refrigerant flowing out of the compressor 11 flows to the first condenser 16, and heat is released at the first condenser 16 to heat the passenger compartment; another part of the refrigerant flows to the second heat exchanger 24, and releases heat at the second heat exchanger 24 to heat the battery 21; two parts of refrigerants are collected at the first heat exchanger 23, and the motor 22 and the first heat exchanger 23 are connected in series by controlling the on-off of a plurality of valve ports of the multi-way valve 25, so that the first heat exchanger 23 can recover the heat of the motor 22 or the heat of the battery 21, and the full utilization of the heat of the whole vehicle is realized.

The thermal management system 100 further includes: the compressor 11 is provided with an exhaust port and a return air port, one end of the second condenser 12 is communicated with the exhaust port, the other end of the second condenser 12 is communicated with the evaporator 14, and the other end of the evaporator 14 is communicated with the return air port.

Specifically, the high-temperature and high-pressure gaseous refrigerant flows out from the exhaust port, flows through the second condenser 12, the second condenser 12 is arranged outdoors, the outdoor air absorbs the heat of the high-temperature and high-pressure gaseous refrigerant at the second condenser 12 to condense the gaseous refrigerant, a liquid refrigerant is formed, the liquid refrigerant exchanges heat with the indoor air at the evaporator 14 to gasify the gaseous refrigerant, and finally returns to the compressor 11 from the air return port. The other end of the first heat exchanger 23 communicates with a return air port so that the refrigerant flowing through the first heat exchanger 23 can return to the compressor 11 through the return air port.

When the multi-way valve 25 is not connected to the motor 22 and the first heat exchanger 23, and the first heat exchanger 23 is connected in series with the battery 21, the heat of the battery 21 can flow to the first heat exchanger 23, that is, the heat of the battery 21 is transmitted to the first heat exchanger 23, and the liquid refrigerant flowing through the first heat exchanger 23 absorbs the heat at the first heat exchanger 23, so as to realize cooling of the battery 21.

And, the air conditioning system further includes a first stop valve 18, the first stop valve 18 is connected between the second condenser 12 and the compressor 11, and is used for opening or closing a channel for the refrigerant flowing from the compressor 11 to the second condenser 12, when the first stop valve 18 is opened, the refrigerant can flow from the compressor 11 to the second condenser 12, and when the first stop valve 18 is closed, the refrigerant cannot flow from the compressor 11 to the second condenser 12.

As shown in connection with fig. 1 and 3, thermal management system 100 further includes: a radiator 30, the radiator 30 being disposed opposite to the second condenser 12, one end of the radiator 30 being connected in series with the motor 22 and in series with the battery 21 and the first heat exchanger 23 through the multi-way valve 25 to radiate heat from the battery 21 or the motor 22.

Specifically, the thermal management system 100 further includes a radiator 30 and a second fan 31, where the radiator 30 and the second fan 31 are respectively located at two sides of the second condenser 12, and the radiator 30 and the second fan 31 are matched with each other to play a role of heat dissipation; one end of the radiator 30 is connected with one end of the motor 22, and the other end is connected with one valve port of the multi-way valve 25, and the radiator 30 can be connected with the other end of the motor 22 in series, or connected with the battery 21 in series, or connected with the first heat exchanger 23 in series through the multi-way valve 25. If the motor 22 needs to be cooled, the multi-way valve 25 connects the other end of the radiator 30 in series with the motor 22 to form a closed loop, at this time, the second fan 31 is operated, the heat of the motor 22 flows to the radiator 30, the second fan 31 and the radiator 30 cooperate with each other to radiate the heat of the motor 22 to the outdoor air, and the effect of cooling the motor 22 is achieved.

If the battery 21 needs to be cooled, the multi-way valve 25 connects the other end of the radiator 30 with one end of the battery 21, so that the radiator 30 and the battery 21 are connected in series, the radiator 30 and the battery 21 form a closed loop, the heat of the battery 21 flows to the radiator 30, and the radiator 30 radiates the heat of the battery 21 into the outdoor air, thereby achieving the effect of cooling the battery 21.

As shown in fig. 1, the multi-way valve 25 includes: the first valve port, the second valve port, the third valve port, the fourth valve port and the fifth valve port, wherein the first valve port is communicated with one end of the motor 22, the second valve port and the third valve port are respectively communicated with two ends of the first heat exchanger 23, the fourth valve port is respectively communicated with the other end of the motor 22 and one end of the radiator 30, and the fifth valve port is communicated with the other end of the radiator 30.

It will be appreciated that the multi-way valve 25 includes five ports, namely, a first port (e.g., port a in fig. 1), a second port (e.g., port B in fig. 1), a third port (e.g., port C in fig. 1), and a fourth port (e.g., port D in fig. 1) and a fifth port (e.g., port D in fig. 1), respectively, the first port is in communication with one end of the motor 22, the fourth port is in communication with the other end of the motor 22, and is in communication with one end of the radiator 30, i.e., the first port and the fourth port are in communication with both ends of the motor 22, respectively, the fourth port is connected between the radiator 30 and the motor 22, and the fifth port is in communication with the other end of the radiator 30, i.e., the fourth port and the fifth port are in communication with both ends of the radiator 30, respectively, and the second port and the third port are in communication with both ends of the first heat exchanger 23.

The motor 22 cools: as shown in fig. 1 and 5, the first valve port and the fifth valve port are communicated, and the multi-way valve 25 connects the other end of the radiator 30 in series with the motor 22 to form a closed loop, at this time, the second fan 31 is operated, the heat of the motor 22 circulates to the radiator 30, and the second fan 31 and the radiator 30 cooperate with each other to radiate the heat of the motor 22 to the outdoor air, so as to achieve the effect of cooling the motor 22.

The battery 21 is passively cooled: as shown in fig. 1 and 6, the first valve port is communicated with the fourth valve port, so that one end of the radiator 30 is communicated with one end of the battery 21, the third valve port is communicated with the fifth valve port, so that the other end of the radiator 30 is communicated with the other end of the battery 21, the radiator 30 and the battery 21 form a closed loop, heat of the battery 21 flows to the radiator 30, and the radiator 30 dissipates heat of the battery 21 into the outdoor air, so that the effect of cooling the battery 21 is achieved.

Recovering heat from motor 22: referring to fig. 1 and 7, the first valve port is communicated with the second valve port, so that the motor 22 is communicated with one end of the first heat exchanger 23, the third valve port is communicated with the fourth valve port, so that the other end of the motor 22 is communicated with the other end of the first heat exchanger 23, the motor 22 and the first heat exchanger 23 form a closed loop, heat of the motor 22 flows to the first heat exchanger 23, the first heat exchanger 23 absorbs heat of the motor 22, a refrigerant flows through the first heat exchanger 23, and the refrigerant exchanges heat with the first heat exchanger 23, so that heat of the first heat exchanger 23 is recovered to the compressor 11, and heat of the whole vehicle is comprehensively utilized.

As shown in fig. 1, thermal management system 100 further includes: the three-way valve 26, the three-way valve 26 includes a sixth valve port, a seventh valve port and an eighth valve port, the sixth valve port is communicated with one end of the battery 21, the seventh valve port is communicated with the third valve port, and the eighth valve port is communicated with one end of the second heat exchanger 24. It will be appreciated that the three-way valve 26 includes three ports, namely, a sixth port (e.g., the X port in fig. 1), a seventh port (e.g., the Y port in fig. 1), and an eighth port (e.g., the Z port in fig. 1), and that when the sixth port and the seventh port are in communication, the sixth port is in communication with the third port, that is, the first heat exchanger 23 and the battery 21 are connected in parallel; when the seventh valve port and the eighth valve port are communicated, namely, the third valve port and the eighth valve port are communicated, namely, the first heat exchanger 23 and the second heat exchanger 24 are connected in parallel.

As shown in fig. 1 and 2, the thermal management system 100 further includes: a first check valve 17 and a first throttling element 13, the first check valve 17 comprising: a first inlet and a first outlet, the first inlet being in communication with one end of the first condenser 16, the first outlet being in communication with one end of the second heat exchanger 24 and one end of the first throttling element 13, respectively, the other end of the first throttling element 13 being in communication with the evaporator 14.

It can be understood that the first check valve 17 is designed to enable the refrigerant to circulate only in one direction, the first check valve 17 includes a first inlet and a first outlet, the high-temperature and high-pressure gaseous refrigerant output from the compressor 11 exchanges heat with indoor air at the first condenser 16 to release heat, and the heat of condensation and heat release become liquid or gas-liquid mixture; the liquid refrigerant enters the first one-way valve 17 from the first inlet, flows out from the first outlet, a part of the liquid refrigerant flows to the first throttling element 13, the first throttling element 13 reduces the pressure of the low-temperature high-pressure liquid refrigerant, when the liquid refrigerant passes through the first throttling element 13, the pressure of the liquid refrigerant is reduced due to blockage, part of the liquid refrigerant is gasified, meanwhile, the gasification latent heat is absorbed, the temperature of the liquid refrigerant is correspondingly reduced to become low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam enters the evaporator 14, heat exchange is carried out on the evaporator 14 and indoor air, the gasified heat absorption is carried out to form gaseous refrigerant, the other end of the evaporator 14 is communicated with the air return port, and the gaseous refrigerant can return to the compressor 11 through the air return port, so that the passenger cabin can be dehumidified.

In addition, the other part of the liquid refrigerant flows to the first heat exchanger 23, the first heat exchanger 23 is communicated with the battery 21, the heat of the battery 21 flows to the first heat exchanger 23, and the heat of the battery 21 is recovered when the liquid refrigerant flows through the first heat exchanger 23; when the first valve port and the second valve port are communicated, the motor 22 is communicated with one end of the first heat exchanger 23, the third valve port and the fourth valve port are communicated, the other end of the motor 22 is communicated with the other end of the first heat exchanger 23, so that the motor 22 and the first heat exchanger 23 form a closed loop, heat of the motor 22 flows to the first heat exchanger 23, the first heat exchanger 23 absorbs heat of the motor 22, liquid refrigerant flows through the first heat exchanger 23, the refrigerant exchanges heat with the first heat exchanger 23, and heat of the first heat exchanger 23 is recovered to the compressor 11, so that the heat of the whole vehicle is comprehensively utilized. In general, the first heat exchanger 23 may recover heat of the motor 22 and the battery 21.

As shown in fig. 1 and 4, the thermal management system 100 further includes: second check valve 15, second check valve 15 includes: a second inlet and a second outlet, the second inlet is communicated with one end of the second condenser 12, the second outlet is respectively communicated with one end of the first heat exchanger 23, one end of the second heat exchanger 24 and one end of the evaporator 14, and the other end of the second condenser 12 and the other end of the first heat exchanger 23 are communicated with an exhaust port.

It can be understood that the second check valve 15 is designed to enable the refrigerant to circulate only in one direction, the second check valve 15 includes a second inlet and a second outlet, the high-temperature and high-pressure gaseous refrigerant output from the compressor 11 exchanges heat with the outdoor air at the second condenser 12, the condensing heat release becomes liquid or gas-liquid mixed state, the liquid refrigerant enters the second check valve 15 from the second inlet, flows out from the second outlet, flows to the first heat exchanger 23 and the evaporator 14, part of the liquid refrigerant flows to the evaporator 14 to exchange heat with the indoor air, the gasified heat absorbs heat to form the gaseous refrigerant, and finally returns to the compressor 11.

In addition, the other part of the liquid refrigerant flows to the first heat exchanger 23, the first heat exchanger 23 is connected with the battery 21 in parallel, the heat of the battery 21 flows to the first heat exchanger 23, and the heat of the battery 21 is recovered when the liquid refrigerant flows through the first heat exchanger 23; when the first valve port and the second valve port are communicated, the motor 22 is communicated with one end of the first heat exchanger 23, the third valve port and the fourth valve port are communicated, the other end of the motor 22 is communicated with the other end of the first heat exchanger 23, so that the motor 22 and the first heat exchanger 23 form a closed loop, heat of the motor 22 flows to the first heat exchanger 23, the first heat exchanger 23 absorbs heat of the motor 22, liquid refrigerant flows through the first heat exchanger 23, the refrigerant exchanges heat with the first heat exchanger 23, and heat of the first heat exchanger 23 is recovered to the compressor 11, so that the heat of the whole vehicle is comprehensively utilized. In general, the first heat exchanger 23 may recover heat of the motor 22 and the battery 21.

The high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port, flows through the second condenser 12, exchanges heat with the outdoor air at the second condenser 12 to form a liquid refrigerant, exchanges heat with the indoor air at the evaporator 14 to gasify the liquid refrigerant to form a gaseous refrigerant, and finally returns to the compressor 11 from the air return port. The other end of the first heat exchanger 23 communicates with a return air port so that the refrigerant flowing through the first heat exchanger 23 can return to the compressor 11 through the return air port.

And, the other end of the second heat exchanger 24 is communicated with the exhaust port, the high-temperature high-pressure gaseous refrigerant flows to the second heat exchanger 24, when the sixth valve port is communicated with the eighth valve port, the battery 21 and the second heat exchanger 24 are connected in series, the battery 21 and the second heat exchanger 24 form a closed loop, the refrigerant liquefies and releases heat at the second heat exchanger 24, the second heat exchanger 24 absorbs the heat released by the refrigerant, and the heat is transmitted to the battery 21, so that the battery 21 is heated.

Wherein the thermal management system 100 further comprises: and a second shut-off valve 28, the second shut-off valve 28 being connected between the second heat exchanger 24 and the compressor 11 for opening or closing a passage through which the refrigerant flows from the compressor 11 to the second heat exchanger 24, wherein when the second shut-off valve 28 is opened, the refrigerant can flow from the compressor 11 to the second heat exchanger 24, and when the second shut-off valve 28 is closed, the refrigerant cannot flow from the compressor 11 to the second heat exchanger 24.

And, as shown in fig. 1, thermal management system 100 further includes: and a second throttling element 27, wherein the second throttling element 27 is communicated between the second one-way valve 15 and the first heat exchanger 23 to regulate the flow rate of the refrigerant flowing through the first heat exchanger 23. Specifically, one end of the second throttling element 27 is communicated with the second outlet of the second one-way valve 15, the other end of the second throttling element 27 is communicated with one end of the first heat exchanger 23, the second throttling element 27 reduces the pressure of the low-temperature high-pressure liquid refrigerant flowing out of the second condenser 12 or the second heat exchanger 24, when the liquid refrigerant passes through the second throttling element 27, the pressure of the liquid refrigerant is reduced due to blocking, partial liquid refrigerant is gasified, meanwhile, the temperature of the liquid refrigerant is correspondingly reduced to become low-temperature low-pressure wet steam, the liquid refrigerant enters the first heat exchanger 23, heat is absorbed at the first heat exchanger 23, heat of the motor 22 and the battery 21 is recovered, finally, the low-temperature low-pressure gaseous refrigerant returns to the compressor 11, heat of the battery 21 and the motor 22 is recovered while refrigerating, the heat of the whole vehicle is fully utilized, and the energy utilization is maximized.

The high-temperature and high-pressure gaseous refrigerant flows out of the exhaust port, flows through the first condenser 16, exchanges heat with indoor air at the first condenser 16, condenses and emits a large amount of heat to form a liquid refrigerant, a part of the liquid refrigerant flows to the first throttling element 13, the first throttling element 13 reduces the pressure of the low-temperature and high-pressure liquid refrigerant, when the liquid refrigerant passes through the first throttling element 13, the pressure of the liquid refrigerant is reduced due to blocking, part of the liquid refrigerant is gasified, meanwhile, the temperature of the liquid refrigerant is correspondingly reduced to become low-temperature and low-pressure wet steam, the low-temperature and low-pressure wet steam enters the evaporator 14, the heat is exchanged with the indoor air at the evaporator 14, the gasified and absorbed heat forms the gaseous refrigerant, the other end of the evaporator 14 is communicated with the air return port, and the gaseous refrigerant can return to the compressor 11 through the air return port, and thus dehumidification can be performed on the passenger cabin.

The other part of the refrigerant flows to the second throttling element 27, the second throttling element 27 decompresses the low-temperature high-pressure liquid refrigerant, when the liquid refrigerant passes through the second throttling element 27, the pressure is reduced due to blockage, so that the part of the liquid refrigerant is gasified, meanwhile, the temperature of the liquid refrigerant is correspondingly reduced, the liquid refrigerant becomes low-temperature low-pressure wet steam, the low-temperature low-pressure wet steam enters the first heat exchanger 23, heat is absorbed at the first heat exchanger 23, the heat of the motor 22 and the battery 21 is recovered, and finally the low-temperature low-pressure gaseous refrigerant returns to the compressor 11. Thereby cooling the battery 21 during dehumidification of the passenger compartment.

Wherein the thermal management system 100 further comprises: and a third shut-off valve 19, the third shut-off valve 19 being connected between the first condenser 16 and the compressor 11 for opening or closing a passage through which the refrigerant flows from the compressor 11 to the first condenser 16, the refrigerant being allowed to flow from the compressor 11 to the first condenser 16 when the third shut-off valve 19 is opened, and the refrigerant being prevented from flowing from the compressor 11 to the first condenser 16 when the third shut-off valve 19 is closed.

And, the thermal management system 100 further includes: a heating core 40 and a first fan 41, the heating core 40 is disposed at one side of the first condenser 16, the first fan 41 is used for blowing air, and exchanges heat with the first condenser 16 and the heating core 40 to heat the passenger compartment. Specifically, the first fan 41 and the heating core 40 are respectively disposed at two sides of the first condenser 16, the evaporator 14 and the first condenser 16 are sandwiched between the first fan 41 and the heating core 40, the first fan 41 is used for blowing, so that indoor air exchanges heat with refrigerant in the first condenser 16 or the evaporator 14, and the passenger cabin is heated or cooled; or alternatively, the indoor air is heat exchanged at the heating core 40 to heat the passenger compartment.

When the heating requirement of the battery 21 is large, the high-temperature and high-pressure gaseous refrigerant flows through the second heat exchanger 24, and the second heat exchanger 24 is communicated with the battery 21, so that the battery 21 is heated, the heating core 40 is used for heating the passenger cabin, the respective performances are met, and priority matching is not needed. The heating core 40 may be a PTC, which is directly installed at a warm air core of the passenger compartment, circulates air in the vehicle through the first fan 41 and directly heats air in the cabin through the PTC, and has a relatively simple structure.

According to an embodiment of the second aspect of the present utility model, a vehicle includes: thermal management system 100.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

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

Claims (10)

1. A thermal management system, comprising:

an air conditioning system, the air conditioning system comprising: the device comprises a compressor (11), a first condenser (16), a first heat exchanger (23) and a second heat exchanger (24), wherein the second heat exchanger (24) is connected with the first condenser (16) in parallel, and the compressor (11), the first condenser (16) and the first heat exchanger are sequentially connected to heat a passenger cabin;

a motor (22) system, the motor (22) system comprising: a battery (21), a motor (22) and a multi-way valve (25), wherein the battery (21) is connected with the first heat exchanger (23) and the second heat exchanger (24) in parallel, and the multi-way valve (25) selectively communicates with the motor (22), the battery (21), the first heat exchanger (23) and the second heat exchanger (24) to recover heat of the motor (22) or heat of the battery (21) or heat the battery (21).

2. The thermal management system of claim 1, further comprising: the compressor comprises a second condenser (12) and an evaporator (14), wherein an exhaust port and a return air port are formed in the compressor (11), one end of the second condenser (12) is communicated with the exhaust port, the other end of the second condenser (12) is communicated with the evaporator (14), and the other end of the evaporator (14) is communicated with the return air port.

3. The thermal management system of claim 2, further comprising: and a radiator (30), wherein one end of the radiator (30) is connected in series with the motor (22) and is connected in series with the battery (21) and the first heat exchanger (23) through the multi-way valve (25) so as to radiate heat of the battery (21) or the motor (22).

4. A thermal management system according to claim 3, wherein the multi-way valve (25) comprises: the first valve port is communicated with one end of the motor (22), the second valve port and the third valve port are respectively communicated with two ends of the first heat exchanger (23), the fourth valve port is respectively communicated with the other end of the motor (22) and one end of the radiator (30), and the fifth valve port is communicated with the other end of the radiator (30).

5. The thermal management system of claim 4, further comprising: the three-way valve (26) comprises a sixth valve port, a seventh valve port and an eighth valve port, wherein the sixth valve port is communicated with one end of the battery (21), the seventh valve port is communicated with the third valve port, and the eighth valve port is communicated with one end of the second heat exchanger (24).

6. The thermal management system of claim 2, further comprising: a first one-way valve (17) and a first throttling element (13), the first one-way valve (17) comprising: a first inlet and a first outlet, the first inlet is communicated with one end of the first condenser (16), the first outlet is respectively communicated with one end of the second heat exchanger (24) and one end of the first throttling element (13), and the other end of the first throttling element (13) is communicated with the evaporator (14).

7. The thermal management system of claim 2, further comprising: -a second non-return valve (15), the second non-return valve (15) comprising: a second inlet and a second outlet, the second inlet being in communication with one end of the second condenser (12), the second outlet being in communication with one end of the first heat exchanger (23), one end of the second heat exchanger (24) and one end of the evaporator (14), respectively; the other end of the first heat exchanger (23) and the other end of the evaporator (14) are communicated with the air return port, and the other end of the second condenser (12) and the other end of the second heat exchanger (24) are communicated with the air exhaust port.

8. The thermal management system of claim 7, further comprising: -a second throttling element (27), said second throttling element (27) being in communication between said second non-return valve (15) and said first heat exchanger (23) for regulating the flow of refrigerant through said first heat exchanger (23).

9. The thermal management system of claim 1, further comprising: the heating core (40) and first fan (41), heating core (40) set up in one side of first condenser (16), first fan (41) are used for blowing to passenger cabin.

10. A vehicle, characterized by comprising: the thermal management system (100) of any of claims 1-9.