CN113829832A

CN113829832A - Thermal management system and vehicle

Info

Publication number: CN113829832A
Application number: CN202111138847.2A
Authority: CN
Inventors: 林炳荣; 许俊波; 李贵宾; 薛强; 戴海江; 曾光华; 夏嵩勇
Original assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Automobile Research and Development Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Zhejiang Liankong Technologies Co Ltd
Priority date: 2021-09-27
Filing date: 2021-09-27
Publication date: 2021-12-24
Anticipated expiration: 2041-09-27
Also published as: CN113829832B

Abstract

The invention provides a thermal management system and a vehicle. The thermal management system provided by the invention comprises: the water bottle comprises a water bottle component, a pump component and a valve unit, wherein the water bottle component comprises a shell and a cover plate, the shell covers the cover plate and forms an accommodating cavity together with the cover plate, and the pump component and the valve unit are respectively arranged on the shell; the accommodating cavity is internally provided with a plurality of pipelines for liquid circulation, the shell is provided with a plurality of interfaces communicated with the accommodating cavity, the first ends of the pipelines are communicated with the interfaces in a one-to-one correspondence manner, and the second ends of the pipelines and part of the pipelines are positioned outside the accommodating cavity; the valve unit is provided with a plurality of valve ports which are communicated with the interfaces in a one-to-one correspondence manner, and the valve unit is used for controlling the disconnection or communication between the interfaces and the valve ports corresponding to the interfaces, so that the disconnection or communication between the pipelines is controlled. The heat management system provided by the invention can shorten the total length of the pipeline, reduce the flow resistance in the pipeline and improve the working efficiency of the system.

Description

Thermal management system and vehicle

Technical Field

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

Background

With the popularization of new energy vehicles, the importance of vehicle thermal management systems is increasingly highlighted. Compared with the traditional fuel vehicle, the new energy vehicle thermal management system becomes more complex and higher in requirements.

At present, a pure electric vehicle generally needs to be provided with a plurality of thermal management components according to the thermal management requirements of the whole vehicle, such as: a water pump, a heat exchanger, a water-cooled condenser, a two-way electromagnetic valve, a two-way proportional valve, a cooling pipeline and the like. In order to improve the endurance mileage of the electric automobile, the design requirements on the working condition of the whole automobile thermal management are more and more, and the number of required components in the thermal management system is correspondingly increased. Because the arrangement of each part is comparatively dispersed, the space that leads to the part to occupy after installing on the vehicle is great, and need adopt a large amount of cooling line intercommunications between each part of dispersion installation so that the coolant liquid circulates between each part to satisfy the heat management demand of whole car.

However, the cooling pipelines are connected in a large number, so that the length of the cooling pipelines in the whole system is increased, the flow resistance of the cooling liquid in the cooling pipelines is increased, and the working efficiency of the thermal management system is low.

Disclosure of Invention

The invention provides a thermal management system and a vehicle, and aims to solve the problems that in the prior art, a large number of cooling pipelines are connected, so that the length of the cooling pipelines in the whole system is increased, the flow resistance of cooling liquid in the cooling pipelines is increased, and the working efficiency of the thermal management system is low.

The invention provides a thermal management system for a vehicle. The thermal management system comprises: the water bottle comprises a water bottle component, a pump component and a valve unit, wherein the water bottle component comprises a shell and a cover plate, the shell covers the cover plate and forms an accommodating cavity together with the cover plate, and the pump component and the valve unit are respectively arranged on the shell;

the accommodating cavity is internally provided with a plurality of pipelines for liquid circulation, the shell is provided with a plurality of interfaces communicated with the accommodating cavity, the first ends of the pipelines are communicated with the interfaces in a one-to-one correspondence manner, and the second ends of the pipelines and part of the pipelines are positioned outside the accommodating cavity;

the valve unit is provided with a plurality of valve ports which are communicated with the interfaces in a one-to-one correspondence manner, and the valve unit is used for controlling the disconnection or communication between the interfaces and the valve ports corresponding to the interfaces, so that the disconnection or communication between the pipelines is controlled.

In a possible implementation manner, in the thermal management system provided by the present invention, a side of the shell facing away from the cover plate has a first mounting area and a second mounting area, the plurality of interfaces include a plurality of first interfaces and a plurality of second interfaces, the first interfaces are located in the first mounting area, and the second interfaces are located in the second mounting area;

the valve unit comprises a first multi-way valve and a second multi-way valve, the plurality of valve ports comprise a plurality of first valve ports and a plurality of second valve ports, the first valve ports are positioned on the first multi-way valve, and the second valve ports are positioned on the second multi-way valve;

the first multi-way valve is connected in the first mounting area, the first interfaces are communicated with the first valve ports in a one-to-one correspondence mode, the second multi-way valve is connected in the second mounting area, and the second interfaces are communicated with the second valve ports in a one-to-one correspondence mode.

In one possible implementation, the present invention provides a thermal management system, wherein the plurality of pipes includes a plurality of first pipes, each first pipe includes two first sub-pipes, a first end of a first sub-pipe in each first pipe corresponds to the first installation area, a second end of a first sub-pipe in each first pipe is used for communicating with an outlet pipe of the same component in the vehicle, a first end of another first sub-pipe in each first pipe corresponds to the first installation area, and a second end of another first sub-pipe in each first pipe is used for communicating with an inlet pipe of the same component in the vehicle;

the component includes at least one of a heat sink, a battery cooler, or a motor cooler.

In a possible implementation manner, in the thermal management system provided by the present invention, the plurality of pipes includes a second pipe and a third pipe, a first end of the second pipe corresponds to the first installation area, and a first end of the third pipe corresponds to the second installation area;

the second pipeline comprises two second sub-pipelines, one second sub-pipeline in the second pipeline is used for being communicated with a water outlet pipe of the warm air core body in the vehicle, and the other second sub-pipeline in the second pipeline is communicated with a water inlet pipe of a heater in the vehicle;

the third pipeline comprises two third sub-pipelines, one third sub-pipeline in the third pipeline is used for being communicated with the water outlet pipe of the heater, and the other third sub-pipeline in the third pipeline is communicated with the water inlet pipe of the warm air core body.

In a possible implementation manner, the heat management system provided by the invention is characterized in that a water storage area is arranged in the accommodating cavity and is positioned above each pipeline;

the water storage area is provided with a fluid infusion port which is communicated with the pipeline.

In a possible implementation manner, the thermal management system further comprises a water-cooled condenser and a heat exchanger, wherein the water-cooled condenser is installed on one surface of the shell, which is far away from the cover plate, and is provided with a first inlet and a first outlet, the heat exchanger is installed on one surface of the cover plate, which is far away from the shell, and is provided with a second inlet and a second outlet;

the plurality of pipelines comprise two fourth pipelines, wherein the first end of one fourth pipeline corresponds to the second installation area, one fourth pipeline is communicated with the first inlet, the first end of the other fourth pipeline corresponds to the first installation area, and the other fourth pipeline is communicated with the first outlet;

the plurality of pipelines comprise two fifth pipelines, the first ends of the fifth pipelines correspond to the first mounting area, one fifth pipeline is communicated with the second outlet, and the other fifth pipeline is communicated with the second inlet.

In a possible implementation manner, the heat management system further comprises a gas-liquid separator, wherein the cover plate is provided with a mounting part, the mounting part is positioned outside the accommodating cavity, the gas-liquid separator is mounted on one surface, facing the shell, of the mounting part, and the gas-liquid separator is adjacent to the water-cooled condenser;

and the refrigerant inlet of the gas-liquid separator is communicated with the refrigerant outlet of the heat exchanger, and the gas-liquid separator is also used for being communicated with the outlet of the evaporator of the air-conditioning main machine of the vehicle.

In a possible implementation manner, the heat management system further comprises an air-conditioning integrated valve, the air-conditioning integrated valve is installed on one surface of the installation part, which is far away from the shell, the air-conditioning integrated valve is adjacent to the heat exchanger, and the air-conditioning integrated valve is respectively communicated with a refrigerant inlet of the water-cooled condenser and a refrigerant inlet of the heat exchanger;

the refrigerant outlet of the water-cooled condenser is communicated with the air-conditioning integrated valve through a coaxial pipe;

the refrigerant outlet of the gas-liquid separator is communicated with the air suction port of the compressor of the vehicle through a coaxial pipe;

the coaxial pipe is also used for being communicated with an outlet of a condenser inside an air-conditioning host of the vehicle;

the air conditioner integrated valve is used for being communicated with an inlet of a condenser in the air conditioner main unit, and the air conditioner integrated valve is also used for being connected with an exhaust port of the compressor.

In a possible implementation manner, the heat management system provided by the invention comprises a pump assembly, a heating water pump, a battery water pump and a motor water pump, wherein the heating water pump, the battery water pump and the motor water pump are respectively installed on one surface of the shell, which is far away from the cover plate, and the heating water pump, the battery water pump and the motor water pump are respectively connected with different pipelines positioned outside the accommodating cavity.

The invention provides a vehicle, which comprises a vehicle body and a thermal management system installed on the vehicle body.

The invention provides a thermal management system and a vehicle, wherein the thermal management system comprises a water kettle assembly, a pump assembly and a valve unit, the water kettle assembly comprises a shell and a cover plate, the shell covers the cover plate and forms an accommodating cavity together with the cover plate, and the pump assembly and the valve unit are respectively arranged on the shell; the accommodating cavity is internally provided with a plurality of pipelines for liquid circulation, the shell is provided with a plurality of interfaces communicated with the accommodating cavity, the first ends of the pipelines are communicated with the interfaces in a one-to-one correspondence manner, and the second ends of the pipelines and part of the pipelines are positioned outside the accommodating cavity; the valve unit is provided with a plurality of valve ports which are communicated with the interfaces in a one-to-one correspondence manner, and the valve unit is used for controlling the disconnection or communication between the interfaces and the valve ports corresponding to the interfaces, so that the disconnection or communication between the pipelines is controlled. Through the setting of the kettle subassembly of integrated form, install each part integration among the thermal management system on casing and apron in the kettle subassembly to the pipeline integration that will be used for the coolant liquid circulation holds intracavity portion, realized that the dispersion installation component is integrated as a module assembly among the prior art, installation space is not only effectively practiced thrift to the thermal management system that highly integrates, has also saved a large amount of pipelines moreover, has reduced the flow resistance in the pipeline, has improved the work efficiency of thermal management. The problems that in the prior art, a large number of cooling pipelines are connected, so that the length of the cooling pipeline in the whole system is increased, the flow resistance of cooling liquid in the cooling pipeline is increased, and the working efficiency of the heat management system is low are solved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a thermal management system provided by the present invention;

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

FIG. 3 is a schematic structural view of a kettle assembly in the thermal management system of the present invention;

FIG. 4 is another schematic structural view of a kettle assembly in the thermal management system of the present invention;

FIG. 5 is an enlarged schematic view at A in FIG. 3;

FIG. 6 is an enlarged schematic view at B of FIG. 3;

FIG. 7 is a schematic illustration of a first multi-way valve in the thermal management system provided by the present invention;

FIG. 8 is a schematic illustration of a second multi-way valve in the thermal management system provided by the present invention;

FIG. 9 is an enlarged schematic view at C of FIG. 4;

FIG. 10 is a schematic flow diagram of a thermal management system provided by the present invention;

FIG. 11 is an enlarged schematic view at D of FIG. 10;

FIG. 12 is an enlarged schematic view at E of FIG. 10;

FIG. 13 is a schematic flow diagram illustrating a first operating condition of the thermal management system of the present invention;

FIG. 14 is a schematic flow diagram illustrating a second operating condition of the thermal management system provided by the present invention;

FIG. 15 is a schematic flow diagram of a third operating condition of the thermal management system provided by the present invention;

FIG. 16 is a schematic flow diagram illustrating a fourth operating condition of the thermal management system provided by the present invention;

FIG. 17 is a schematic flow diagram illustrating a fifth operating condition of the thermal management system of the present invention;

FIG. 18 is a schematic flow diagram illustrating a sixth operating condition of the thermal management system of the present invention;

FIG. 19 is a schematic flow diagram illustrating a seventh operating condition of the thermal management system of the present invention.

Description of reference numerals:

in each flow diagram, a combination of a solid line and an arrow represents a flow direction of the coolant, a combination of a broken line and an arrow represents a flow direction of the refrigerant, and a combination of a two-dot chain line and an arrow represents a flow direction at the time of replenishment of the coolant;

10-a kettle assembly; 11-a housing; 12-a cover plate;

110-interface; 111-a first mounting area; 112-a second mounting area; 113-a first surface; 114-a first side; 120-a mounting portion; 130-a pipe; 131-a radiator water inlet pipe; 132-radiator outlet pipe; 133-motor water inlet pipe; 134-a motor water outlet pipe; 135-water inlet pipe of battery pack; 136-a battery pack water outlet pipe; 137-water inlet pipe of heater; 138-heater outlet pipe; 139-warm air core water inlet pipe; 140-warm air core body water outlet pipe; 150-a water storage area; 151-liquid injection port;

1111-first interface a; 1112-first interface b, 1113-first interface c; 1114 — first interface e; 1115 — first interface f; 1116-a first interface h; 1117-first interface k; 1118-first interface m; 1119-first interface n; 1121 — second interface a; 1122-second interface b; 1123 — second interface c; 1124-second interface e; 1125-a second interface f;

20-a pump assembly; 21-a heating water pump; 22-battery water pump; 23-a motor water pump;

30-a valve unit; 31-a first multi-way valve; 32-a second multi-way valve;

311-first valve port a; 312-first valve port b; 313-first port c; 314-first port e; 315-first port f; 316-first port h, 317-first port k, 318-first port m, 319-first port n; 321-second valve port a; 322-second port b, 323-second port c, 324-second port e, 325-second port f;

40-a water-cooled condenser;

50-a heat exchanger;

60-a gas-liquid separator;

70-air conditioning integration valve; 71-a first on-off valve; 72-a second on-off valve; 73-a first expansion valve; 74-a second expansion valve;

80-a motor; 81-a controller; 82-a heat sink; 83-a battery; 84-a heater; 85-warm air core body; 90-air conditioner host evaporator; 91-a compressor; 92-air conditioner main unit condenser; 93-coaxial tube.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

In the description of the present application, it should be noted that unless otherwise specifically stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning a fixed connection, an indirect connection through intervening media, a connection between two elements, or an interaction between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.

In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present application.

The terms "first," "second," and "third" (if any) in the description and claims of this application and the above-described drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein.

Moreover, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or maintenance tool that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or maintenance tool.

Pure electric vehicles generally need to be equipped with many thermal management components according to the thermal management requirements of the whole vehicle, such as: the system comprises an expansion water pump, a motor water pump, a battery water pump, a warm air water pump, a heat exchanger, a water-cooled condenser, a water temperature sensor, a four-way electromagnetic valve, a three-way electromagnetic valve, a two-way proportional valve, a three-way proportional valve, a cooling connecting pipeline, an air-conditioning gas-liquid separator, an air-conditioning EXV valve, an air-conditioning SOV valve, an air-conditioning connecting pipeline and the like. At present, in order to further improve the endurance mileage of the electric vehicle, the design requirements on the working condition of the whole vehicle thermal management are more and more, and the number of parts needing thermal management is correspondingly increased. In the heat management system, the arrangement of each part is dispersed, so that the heat management system occupies a larger installation space on a vehicle, and the dispersed parts need to be communicated by adopting a large number of cooling pipelines and air-conditioning pipelines, so that the requirement of the vehicle for heat management of each part is met.

Based on this, the application provides a thermal management system and vehicle through to the integrated design of spare part among the vehicle thermal management system to practice thrift the pipeline length in the thermal management system, improved thermal management system's work efficiency.

Examples

Fig. 1 is a schematic structural diagram of a thermal management system provided in the present invention, and fig. 2 is another schematic structural diagram of the thermal management system provided in the present invention; FIG. 3 is a schematic structural view of a kettle assembly in the thermal management system of the present invention; fig. 4 is another schematic structural diagram of a kettle assembly in a thermal management system provided by the present invention.

As shown in fig. 1 and 2, an embodiment of the present application provides a thermal management system including: a kettle assembly 10, a pump assembly 20, and a valve unit 30. As shown in fig. 3 and 4, the water bottle assembly 10 includes a housing 11 and a cover 12, the housing 11 covers the cover 12 and forms a receiving chamber (not shown) together with the cover 12, and the pump assembly 20 and the valve unit 30 are respectively mounted on the housing 11; the accommodating cavity is internally provided with a plurality of pipelines 130 for liquid to flow through, the shell 11 is provided with a plurality of connectors 110 communicated with the accommodating cavity, the first ends of the pipelines 130 are communicated with the connectors 110 in a one-to-one correspondence manner, and the second ends of the pipelines 130 and part of the pipelines 130 are positioned outside the accommodating cavity; the valve unit 30 has a plurality of ports (not shown), the ports are in one-to-one communication with the ports 110, and the valve unit 30 is used for controlling the connection or disconnection between the ports 110 and the ports corresponding to the ports 110, so as to control the connection or disconnection between the pipes.

The kettle assembly 10 is a core component of a thermal management system that serves multiple functions. The kettle assembly 10 can not only provide cooling liquid for cooling each part in the thermal management system, but also provide fixed support for each part, so that the scattered parts are integrated into an integrated thermal management integrated module, the arrangement of each part is more compact, and the installation space of the thermal management system on the vehicle body is reduced.

Referring to fig. 3 and 4, the kettle assembly 10 includes a housing 11 and a cover 12, the housing 11 has a first surface 113 and a second surface (not labeled) opposite to the first surface 113, the cover 12 covers the second surface of the housing 11, and the housing 11 and the cover 12 are connected by a hot plate welding process to form a receiving cavity.

With continued reference to fig. 1 and 3, the pump assembly 20 and the valve unit 30 are each fixedly mounted to the first surface 113 of the housing 11.

With continued reference to fig. 3 and 4, a plurality of pipes 130 for the cooling fluid to flow through are disposed inside the accommodating cavity of the kettle assembly 10, and the pipes 130 are used for communicating the components in the thermal management system and delivering the cooling fluid to the corresponding components. A plurality of ports 110 are provided on the first surface 113 of the housing 11, and each port 110 communicates with the accommodation chamber. The first ends of the pipes 130 correspond to and communicate with the interfaces 110 one by one, the second ends of the pipes 130 extend out of the accommodating cavity and then are located outside the accommodating cavity together with a part of the pipes 130, and the second ends of the pipes 130 are used for communicating with parts mounted on the housing 11 to convey cooling liquid.

In the application, after all parts in the thermal management system are integrally installed on the shell 11, the overall layout of the thermal management system is more compact, and the distance between all parts is greatly reduced; and will be used for the pipeline 130 setting between each part of intercommunication and hold intracavity portion, not only can optimize the holistic spatial layout of system, also make the total length of pipeline 130 shorten by a wide margin moreover, the effectual internal resistance that reduces pipeline 130 has promoted thermal management system's work efficiency.

The valve unit 30 is provided with a plurality of valve ports, the valve ports are in one-to-one correspondence and communication with the interfaces 110, the pipes 130 are communicated through the valve unit 30, and the cooling liquid flows into each component after passing through the valve unit 30. The valve unit 30 is used for controlling the connection or disconnection between the ports 110 and the ports corresponding to the ports 110, so as to control the connection or disconnection between the pipes 130 in which the ports 110 are located, and further control the flow rate of the cooling liquid input to the components connected to the pipes 130.

The valve unit 30 installed in the thermal management system is connected in series with the pipeline 130 to form a closed cooling loop, and the opening and closing of different cooling loops are controlled through the valve unit 30, so that the requirements of various parts on cooling liquid are met, and the working efficiency of the whole thermal management system is improved.

This application sets up through the kettle subassembly 10 of integrated form, install each part integration among the thermal management system on casing 11 and apron 12 in kettle subassembly 10, and will be used for the pipeline 130 integration of coolant liquid circulation to hold intracavity portion, it is integrated as a module assembly to have realized dispersing installation component among the prior art, the installation space not only is effectively practiced thrift to the thermal management system of high integration, it makes arranging of pipeline 130 compacter to have unified pipeline 130 external interface, and also saved a large amount of pipelines 130, the flow resistance in the pipeline 130 has been reduced, the work efficiency of thermal management has been improved. The problems that in the prior art, a large number of cooling pipelines are connected, so that the length of the cooling pipeline in the whole system is increased, the flow resistance of cooling liquid in the cooling pipeline is increased, and the working efficiency of the heat management system is low are solved.

Referring to fig. 3, a first mounting area 111 and a second mounting area 112 are formed on a surface of the housing 11 facing away from the cover 12, and the plurality of interfaces 110 include a plurality of first interfaces (not shown) and a plurality of second interfaces (not shown), where the first interfaces are located in the first mounting area 111, and the second interfaces are located in the second mounting area 112. The side of the housing 11 facing away from the cover plate 12 is a first surface 113 of the housing 11, and a first mounting area 111 and a second mounting area 112 for mounting the valve assembly are disposed on the first surface 113.

Fig. 5 is an enlarged view of a portion a in fig. 3, and fig. 6 is an enlarged view of a portion B in fig. 3.

As shown in fig. 3, 5 and 6, nine first interfaces are provided in the first mounting area 111, respectively: the first interface comprises a first interface a1111, a first interface b1112, a first interface c1113, a first interface e1114, a first interface f1115, a first interface h1116, a first interface k1117, a first interface m1118 and a first interface n 1119. Five second interfaces are arranged in the second mounting area 112, which are respectively: a second interface a1121, a second interface b1122, a second interface c1123, a second interface e1124, and a second interface f 1125.

Fig. 7 is a schematic structural view of a first multi-way valve in a thermal management system provided by the present invention, fig. 8 is a schematic structural view of a second multi-way valve in the thermal management system provided by the present invention, and fig. 9 is an enlarged schematic view at C in fig. 4.

As shown in fig. 1, 7 and 8, the valve unit 30 includes a first multi-way valve 31 and a second multi-way valve 32, and the plurality of ports includes a plurality of first ports (not shown) and a plurality of second ports (not shown), the first ports are located on the first multi-way valve 31, and the second ports are located on the second multi-way valve 32.

Specifically, the first multi-way valve 31 includes a valve seat (not shown in the drawings) and a valve core (not shown in the drawings) rotatably disposed in the valve seat, the valve core has a plurality of rotation positions, a plurality of first valve ports are disposed on the valve seat, conduction structure groups corresponding to the first valve ports are disposed on the valve core, and each conduction structure group includes a plurality of conduction structures disposed along the circumferential direction; the conduction unit group is constructed in a way that when the valve core rotates to different rotation positions, different conduction structures in the conduction unit group are matched with the corresponding first valve ports, so that the first valve ports form different conduction states.

The valve core is rotationally arranged on the valve seat, a plurality of first valve ports are arranged on the valve seat, a conduction structure group corresponding to the first valve ports is arranged on the valve core, and the conduction structure group further comprises a plurality of conduction structures arranged along the circumferential direction. When the valve core rotates to different rotating positions, different first valve ports form different conduction states. Only one valve cartridge is required.

The first multi-way valve 31 may be a nine-way electromagnetic valve, the nine-way electromagnetic valve is used to control the disconnection or communication of the pipelines 130 connected thereto, and nine first valve ports are provided on the nine-way electromagnetic valve, which are respectively: the first port a311, the first port b312, the first port c313, the first port e314, the first port f315, the first port h316, the first port k317, the first port m318, and the first port n 319.

The second multi-way valve 32 includes a valve seat, a first valve spool (not shown), a second valve spool (not shown), and a drive device (not shown). The driving device is in transmission connection with the first valve core; the first valve core is provided with a first matching structure, the second valve core is provided with a second matching structure matched with the first matching structure, the first matching structure and the second matching structure have a first matching state and a second matching state, the first valve core independently rotates in the first matching state, the second valve core keeps still, and the first valve core drives the second valve core to synchronously rotate in the second matching state.

The valve seat is provided with a plurality of second valve ports corresponding to the first valve core, the first valve core is provided with a first conduction structure, and the first conduction structure is used for communicating at least two second valve ports when the first valve core rotates to a first preset position; the valve seat is provided with a plurality of second valve ports corresponding to the second valve core, the second valve core is provided with a second conduction structure, and the second conduction structure is used for communicating at least two second valve ports when the second valve core rotates to a second preset position.

The driving device is in transmission connection with the first valve core, and when the first valve core rotates, the first matching structure on the first valve core can drive the second valve core to rotate through the second matching structure. Therefore, the first valve core can rotate independently, and the flow of the first valve core is adjusted by changing the corresponding angle of the first valve port and the first conduction structure. The first valve core drives the second valve core to rotate when rotating, the flow of the second valve core is adjusted by changing the corresponding angle of the second valve port and the second conduction structure, and the first valve core rotates to the original position again without changing the flow of the first valve core. Only one drive device is needed to drive and control the first valve core and the second valve core.

The driving device comprises a motor (not shown in the figure) and a gear set (not shown in the figure) in transmission connection with the motor, and the gear set is in transmission connection with the first valve core. A worm (not shown in the figure) is arranged on a motor shaft, and the gear set comprises a first worm wheel matched with the worm, a second worm wheel meshed with the first worm wheel, a third worm wheel meshed with the second worm wheel, a first gear connected to the bottom of the third worm wheel, and a second gear meshed with the first gear. The central shafts of the first worm wheel, the second worm wheel, the third worm wheel, the first gear and the second gear in the gear set are parallel to each other and are all along the vertical direction, and the central shaft of the first worm is perpendicular to the central shaft of the first worm wheel. The worm on the motor shaft rotates, and the first valve core is driven to rotate through the transmission of the gear set, so that the transmission stability is ensured.

The type of the motor is not limited, and for simplicity of control and accuracy assurance, the motor is preferably a stepping motor or a servo motor.

The second multi-way valve 32 is a five-way solenoid valve for controlling the opening of each of the tubes 130 connected thereto, thereby controlling the flow rate of the coolant flowing through the tubes 130. Five second valve ports are arranged on the five-way electromagnetic valve, and are respectively as follows: second port a321, second port b322, second port c323, second port e324, and second port f 325.

With continued reference to fig. 1 and fig. 3, the first multi-way valve 31 is connected in the first mounting area 111, and the first ports are in one-to-one correspondence communication with the first interfaces, and the second multi-way valve 32 is connected in the second mounting area 112, and the second ports are in one-to-one correspondence communication with the second interfaces. After the first multi-way valve 31 is installed in the first installation area 111 on the first surface 113 of the housing 11, each first port corresponds to each first port and is communicated with each first port one by one, wherein the first port a311 is communicated with the first port a1111 correspondingly, the first port b312 is communicated with the first port b1112 correspondingly, the first port c313 is communicated with the first port c1113 correspondingly, the first port e314 is communicated with the first port e1114 correspondingly, the first port f315 is communicated with the first port f1115 correspondingly, the first port h316 is communicated with the first port h1116 correspondingly, the first port k317 is communicated with the first port k1117 correspondingly, the first port m318 is communicated with the first port m1118 correspondingly, and the first port n319 is communicated with the first port h1119 correspondingly. After the second multi-way valve 32 is installed in the second installation area 112 on the first surface 113 of the housing 11, each second valve port corresponds to each second interface one by one and is communicated with each second interface, wherein the second valve port a321 is communicated with the second interface a1121 correspondingly, the second valve port b322 is communicated with the second interface b1122 correspondingly, the second valve port c323 is communicated with the second interface c1123 correspondingly, the second valve port e324 is communicated with the second interface e1124 correspondingly, and the second valve port f325 is communicated with the second interface f1125 correspondingly.

FIG. 10 is a schematic flow diagram of a thermal management system provided by the present invention.

As shown in fig. 2, 4 and 10, the plurality of pipes 130 includes a plurality of first pipes (not shown), each first pipe includes two first sub-pipes (not shown), a first end of one of the first pipes corresponds to the first mounting region 111, a second end of one of the first pipes is used for communicating with an outlet pipe of the same component in the vehicle, a first end of another one of the first pipes corresponds to the first mounting region 111, and a second end of another one of the first pipes is used for communicating with an inlet pipe of the same component in the vehicle; the components include at least one of a heat sink 82, a battery (referred to as a battery pack heat sink, hereinafter referred to as a battery) 83, or a motor (referred to as a motor heat sink, hereinafter referred to as a motor) 80.

In one possible implementation, interference phenomena are avoided in order to make the coolant circuits of the various components on the vehicle independent of one another. The conduit 130 provided in the containment chamber comprises a plurality of first conduits, each comprising two first sub-conduits connected by a first multi-way valve 31 to constitute a first conduit for the flow of the cooling liquid.

Specifically, a first end of one first sub-pipe in each first pipe corresponds to and communicates with the first port in the first mounting region 111, and a second end of the first sub-pipe is used for communicating with a water outlet pipe of the same component in the vehicle, and the coolant flowing out of the component flows into the first multi-way valve 31 after passing through the first sub-pipe. The other first sub-pipe in each first pipe has a first end corresponding to and communicating with the first port in the first mounting region 111, and a second end for communicating with a water inlet pipe of the same component in the vehicle, through which the coolant flowing out of the first multi-way valve 31 flows into the component. The first ends of the two first sub-pipelines are connected through the first multi-way valve 31 to form a first pipeline, then the first pipeline is communicated with a water inlet pipe and a water outlet pipe of the same part in the vehicle to form a closed cooling loop, and the opening and closing state of the cooling loop is controlled through the first multi-way valve 31 so as to provide cooling liquid for the part in the vehicle.

The components through which the coolant normally flows in the vehicle mainly include components such as a radiator 82, a battery 83, and a motor 80. The battery 83 is a cooling device arranged on the vehicle battery pack, the cooling device is mainly attached to the battery pack to exchange heat with the battery pack, and heat generated on the battery pack can be absorbed and taken away after the cooling liquid flows through the cooling device, so that the battery pack is in a better temperature range during operation.

Motor 80 is the cooling device who sets up on vehicle motor, and this cooling device laminating carries out the heat exchange on the shell body of motor, can produce a large amount of heats when vehicle motor after the start-up work, if can not in time go out the heat release and will influence vehicle motor's working property. Therefore, after the cooling liquid flows through the cooling device on the vehicle motor, the cooling liquid can absorb and take away the heat generated on the motor, so that the vehicle motor is in a better temperature range when in work.

The radiator 82 is a device provided in the vehicle for exchanging heat with air, and the coolant brings absorbed heat to the radiator 82, and the heat is transferred to the air after exchanging heat with the air through the radiator 82, thereby ensuring normal operation of the vehicle.

As shown in fig. 3, 4 and 9, the second ends of the first sub-ducts extend out of the housing 11 from the accommodating chamber to form a plurality of ports communicating with relevant components in the vehicle. Specifically, a radiator inlet pipe 131, a radiator outlet pipe 132, a motor inlet pipe 133 and a battery pack inlet pipe 135 are arranged on the first surface 113 of the shell 11; on the first side 114 of the housing 11 there is a motor outlet tube 134 and a battery pack outlet tube 136.

The liquid inlet and the liquid outlet of the radiator 82 on the vehicle are respectively communicated with a radiator water inlet pipe 131 and a radiator water outlet pipe 132, the liquid inlet and the liquid outlet of the battery 83 are respectively communicated with a battery pack water inlet pipe 135 and a battery pack water outlet pipe 136, and the liquid inlet and the liquid outlet of the motor 80 are respectively communicated with a motor water inlet pipe 133 and a motor water outlet pipe 134.

With continued reference to fig. 10, in some embodiments, the plurality of pipes 130 includes a second pipe (not shown) and a third pipe (not shown), wherein a first end of the second pipe corresponds to the first installation area 111 and a first end of the third pipe corresponds to the second installation area 112; the second pipeline comprises two second sub-pipelines (not shown in the figure), one of the second pipelines is used for being communicated with the water outlet pipe of the warm air core 85 in the vehicle, and the other second sub-pipeline of the second pipelines is communicated with the water inlet pipe of the heater 84 in the vehicle;

the third duct includes two third sub-ducts (not shown), one of the third sub-ducts is used for communicating with the water outlet pipe of the heater 84, and the other of the third sub-ducts is communicated with the water inlet pipe of the heater core 85.

Specifically, the second duct includes two second sub-ducts, a first end of one of the second sub-ducts is disposed corresponding to the first mounting region 111, and a second end of one of the second sub-ducts is configured to communicate with an outlet pipe of the warm air core 85 in the vehicle. A first end of another one of the second ducts is disposed corresponding to the first mounting region 111, and a second end of another one of the second ducts is for communication with a water inlet pipe of the heater 84 in the vehicle.

The third pipeline comprises two third sub-pipelines, a first end of one of the third sub-pipelines is arranged corresponding to the second mounting area 112, and a second end of one of the third sub-pipelines is used for being communicated with a water outlet pipe of the heater 84. The first end of another third sub-duct of the third sub-ducts is arranged corresponding to the second mounting area 112, and the second end of another third sub-duct of the third sub-ducts is used for being communicated with the water inlet pipe of the warm air core 85.

Both the heater 84 and the heater core 85 are provided on the body of the vehicle for supplying warm air to a cabin, which is a space provided on the body of the vehicle for the driver and passengers of the vehicle to ride. The heater 84 and the heater core 85 are connected in series, and the coolant flows through the heater 84 and the heater core 85 in this order after flowing out of the housing. When the vehicle runs in a low-temperature environment, the heater 84 can be started to work to heat the coolant flowing through the heater 84, then the coolant absorbing heat flows into the warm air core 85 through the pipeline 130, and the warm air core 85 transfers heat to the cab in a heat exchange mode, so that the temperature inside the cab is increased. In order to improve the heat exchange efficiency between the warm air core 85 and the air, a fan (not shown) may be disposed at a position of the warm air core 85, so as to improve the heat exchange efficiency of the warm air core 85 by blowing air to the warm air core 85 with the fan.

With continued reference to fig. 4, 9 and 10, the second ends of the second and third sub-conduits extend out of the housing 11 from the receiving cavity to form a plurality of ports for communicating with associated components in the vehicle. Specifically, there is also a heater inlet pipe 137, a heater outlet pipe 138, a warm air core inlet pipe 139 and a warm air core inlet pipe 139 on the first side 114 of the housing 11. Wherein, the liquid inlet and the liquid outlet of the heater 84 are respectively communicated with the heater water inlet pipe 137 and the heater water outlet pipe 138, and the liquid inlet and the liquid outlet of the warm air core 85 are respectively communicated with the warm air core water inlet pipe 139 and the warm air core water outlet pipe 140.

With continued reference to fig. 3 and 4, the accommodating chamber has a water storage area 150 therein, and the water storage area 150 is located above the pipeline 130; the water storage area 150 has a fluid infusion port (not shown) that communicates with the pipeline 130 to replenish the pipeline 130.

In this embodiment, in order to fill the cooling liquid in the thermal management system and input the cooling liquid into each component, a water storage area 150 is further disposed in the accommodating cavity, the water storage area 150 is disposed above the pipeline 130, a liquid injection port 151 is further disposed on the housing 11, the liquid injection port 151 is located above the water storage area 150, the liquid injection port 151 is communicated with the water storage area 150, and the cooling liquid is added into the water storage area 150 through the liquid injection port 151. A liquid supplementing port is arranged below the water storage area 150 and is communicated with the pipelines 130, and the cooling liquid in the water storage area 150 is input into each pipeline 130 through the liquid supplementing port so as to be used by each component. The opening and closing states of the liquid inlet 151 and the liquid replenishing inlet can be controlled by the thermal management system according to the loss degree of the coolant.

With continued reference to fig. 1 and 2, the present invention further includes a water-cooled condenser 40 and a heat exchanger 50, the water-cooled condenser 40 is installed on a side of the casing 11 facing away from the cover plate 12, the water-cooled condenser 40 has a first inlet (not shown) and a first outlet (not shown), the heat exchanger 50 is installed on a side of the cover plate 12 facing away from the casing 11, the heat exchanger 50 has a second inlet (not shown) and a second outlet (not shown);

the plurality of pipes 130 includes two fourth pipes (not shown), a first end of one fourth pipe corresponds to the second installation area 112, and one fourth pipe communicates with the first inlet, a first end of the other fourth pipe corresponds to the first installation area 111, and the other fourth pipe communicates with the first outlet;

the plurality of pipes 130 includes two fifth pipes (not shown), each of which has a first end corresponding to the first mounting region 111, one of the fifth pipes is communicated with the second outlet, and the other of the fifth pipes is communicated with the second inlet.

In the present embodiment, in order to facilitate the heat management system to dissipate heat of the air conditioning system in the vehicle, the heat management system further includes a water-cooled condenser 40, and the water-cooled condenser 40 is mounted on the first surface 113 of the housing 11. The water-cooled condenser 40 is a device for performing heat exchange between a refrigerant in the air conditioning system and a coolant in the thermal management system, the coolant and the refrigerant are simultaneously introduced into the water-cooled condenser 40, the refrigerant can transfer heat in the air conditioning system to the water-cooled condenser 40, and then the heat is absorbed by the coolant and transferred to the thermal management system, so that the temperature of the refrigerant can be rapidly reduced, and the purpose of cooling the air conditioning system is achieved. Accordingly, the water-cooled condenser 40 is provided with a refrigerant inlet (not shown) and a refrigerant outlet (not shown) for the circulation of the refrigerant, and a first inlet (not shown) and a first outlet (not shown) for the circulation of the cooling liquid. The refrigerant inlet and the refrigerant outlet of the water-cooled condenser 40 are respectively communicated with a pipeline in the air conditioning system.

In order to improve the cooling efficiency of the thermal management system, the thermal management system further comprises a heat exchanger 50, and the heat exchanger 50 is mounted on the cover plate 12 on the side facing away from the housing 11. The heat exchanger 50 is a device for exchanging heat between a cooling medium in the air conditioning system and a cooling liquid in the thermal management system, the cooling liquid and the cooling medium are simultaneously introduced into the heat exchanger 50, the cooling liquid transfers heat in the thermal management system to the heat exchanger 50, and then the cooling liquid absorbs the heat and transfers the part of the heat to the air conditioning system, so that the temperature of the cooling liquid can be rapidly reduced, and the purpose of cooling the thermal management system is achieved. Accordingly, the heat exchanger 50 is provided with a refrigerant inlet (not shown) and a refrigerant outlet (not shown) for flowing a refrigerant, and a second inlet (not shown) and a second outlet (not shown) for flowing a cooling fluid. The refrigerant inlet and the refrigerant outlet of the heat exchanger 50 are respectively communicated with a pipeline in the air conditioning system.

In order to communicate the first inlet and the first outlet of the water-cooled condenser 40 with the thermal management system, the plurality of pipes 130 in the receiving cavity includes two fourth pipes (not shown), wherein a first end of one of the fourth pipes corresponds to the second mounting region 112 and communicates with the second port f1125 in the second mounting region 112, and the other end thereof corresponds to and communicates with the first inlet of the water-cooled condenser 40. The first end of another fourth pipe corresponds to the first installation area 111 and is communicated with the first interface m1118 in the first installation area 111, and the cooling liquid flows out from the second interface f1125, flows into the first inlet of the water-cooled cooler through the fourth pipe, then flows out from the first outlet of the water-cooled condenser 40, and flows into the first interface m1118 through the fourth pipe, so as to form a cooling loop of the water-cooled condenser 40.

In order to communicate the second inlet and the second outlet of the heat exchanger 50 with the thermal management system, the plurality of conduits 130 in the receiving chamber further comprises two fifth conduits (not shown), wherein one fifth conduit has a first end corresponding to the first mounting region 111 and communicating with the first port h1116 in the first mounting region 111 and a second end corresponding to and communicating with the second inlet of the heat exchanger 50. A first end of another fifth pipe corresponds to the first mounting region 111 and communicates with the first port b1112 in the first mounting region 111, and a second end thereof corresponds to and communicates with the second outlet of the heat exchanger 50. The cooling liquid flows out from the first port h1116 to the second inlet of the heat exchanger 50 through the fifth pipeline, and then flows out from the first outlet of the heat exchanger 50 to the first port b1112 through the fifth pipeline, so as to form a cooling circuit of the heat exchanger 50.

With continued reference to fig. 1, fig. 3, fig. 4 and fig. 10, the gas-liquid separator 60 further includes a mounting portion 120 on the cover plate 12, the mounting portion 120 is located outside the accommodating cavity, the gas-liquid separator 60 is mounted on a surface of the mounting portion 120 facing the housing 11, and the gas-liquid separator 60 is adjacent to the water-cooled condenser 40; the refrigerant inlet of the gas-liquid separator 60 communicates with the refrigerant outlet of the heat exchanger 50, and the gas-liquid separator 60 is also used to communicate with the outlet of the air conditioner main unit evaporator of the vehicle.

In the present embodiment, in order to separate the gaseous refrigerant from the liquid refrigerant, the thermal management system further includes a gas-liquid separator 60, and the gas-liquid separator 60 is mounted on the cover plate 12. A mounting portion 120 is provided on the cover plate 12, the mounting portion 120 being located outside the housing cavity. The gas-liquid separator 60 is installed on the mounting portion 120 toward one side of the first surface 113 of the housing 11, and the gas-liquid separator 60 is disposed adjacent to the water-cooled condenser 40. The gas-liquid separator 60 is provided with a refrigerant inlet and a refrigerant outlet, and the refrigerant inlet of the gas-liquid separator 60 is respectively communicated with the refrigerant outlet of the heat exchanger 50 and the refrigerant outlet of the air-conditioning main unit evaporator 90; the refrigerant outlet of the gas-liquid separator 60 communicates with the refrigerant outlet of the compressor 91. The refrigerant output from the heat exchanger 50 and the air conditioner main evaporator 90 is input to the gas-liquid separator 60 to undergo gas-liquid separation, wherein the gaseous refrigerant is input from the gas-liquid separator 60 to the compressor 91 for recycling.

As shown in fig. 2 and fig. 10, the air conditioner integrated valve 70 is further included, the air conditioner integrated valve 70 is installed on a surface of the installation portion 120 away from the housing 11, the air conditioner integrated valve 70 is adjacent to the heat exchanger 50, and the air conditioner integrated valve 70 is respectively communicated with a refrigerant inlet of the water-cooled condenser 40 and a refrigerant inlet of the heat exchanger 50; the refrigerant outlet of the water-cooled condenser 40 is communicated with the air-conditioning integrated valve 70 through a coaxial pipe 93; the refrigerant outlet of the gas-liquid separator 60 is communicated with the suction port of the compressor 91 of the vehicle through a coaxial pipe 93; the coaxial pipe 93 is also used for communicating with the outlet of the air conditioner main unit condenser 92 of the vehicle; the air conditioning integration valve 70 is used for communicating with an inlet of a condenser 92 of a main air conditioner, and the air conditioning integration valve 70 is also used for connecting with an exhaust port of a compressor 91.

In a possible implementation manner, in order to control the flow of the refrigerant inside the air conditioning system in the vehicle, the thermal management system further includes an air conditioning integrated valve 70, the air conditioning integrated valve 70 is installed on a surface of the mounting portion 120, which is away from the housing 11, and the air conditioning integrated valve 70 is disposed adjacent to the heat exchanger 50. The air conditioning integration valve 70 is provided with two switching valves and two expansion valves at intervals, which are a first switching valve 71, a second switching valve 72, a first expansion valve 73 and a second expansion valve 74.

The first switch valve 71 and the second switch valve 72 are disposed in parallel, and their inlets are communicated with the exhaust port of the compressor 91 through a pipeline. The outlet of the first switching valve 71 is communicated with the refrigerant inlet of the main air conditioner condenser 92 through a pipeline, and the outlet of the second switching valve 72 is communicated with the refrigerant inlet of the water-cooled condenser 40 through a pipeline. It should be noted that, when the vehicle is in operation, the two on-off valves can only be opened alternatively, and cannot be opened simultaneously. That is, when the first switch valve 71 is opened and the second switch valve 72 is closed, the refrigerant output from the discharge port of the compressor 91 passes through the first switch valve 71 and then is input into the main air conditioner condenser 92; on the contrary, the refrigerant is inputted into the water-cooled condenser 40 through the second switching valve 72.

The first expansion valve 73 and the second expansion valve 74 are disposed in parallel, and both inlets thereof communicate with the coaxial pipe 93 through a pipe, and an outlet of the first expansion valve 73 communicates with a refrigerant inlet of the heat exchanger 50 through a pipe. The outlet of the second expansion valve 74 communicates with the main air conditioner evaporator 90 through a pipe. It should be noted that, when the vehicle is in operation, the two expansion valves may be opened simultaneously, that is, the refrigerant output from the coaxial pipe 93 may enter the two expansion valves simultaneously to be input to different components.

The refrigerant outlet of the water-cooled condenser 40 is connected to the expansion valve through a coaxial pipe 93, the refrigerant outlet of the gas-liquid separator 60 is connected to the suction port of the compressor 91 through a coaxial pipe 93, and the refrigerant outlet of the air conditioner main condenser 92 is connected to the expansion valve through a coaxial pipe 93.

Specifically, the flow path of the refrigerant in the vehicle air conditioning system is as follows: the refrigerant is input into the air-conditioning integrated valve 70 from the air outlet of the compressor 91 and then has two routes to be selected, wherein the first route passes through the first switch valve 71 and then is input into the condenser 92 of the air-conditioning main machine, then is input into the coaxial pipe 93, and then is input into the expansion valve from the coaxial pipe 93; the second path passes through the second switching valve 72, is input to the water-cooled condenser 40, is input to the coaxial pipe 93, and is input to the expansion valve through the coaxial pipe 93. The refrigerant outputted from the expansion valve is divided into two paths, the first path is outputted from the first expansion valve 73 to the heat exchanger 50, then inputted to the gas-liquid separator 60, and then inputted to the compressor 91 through the coaxial pipe 93, so as to form a complete refrigerant circulation circuit. The second path is outputted from the second expansion valve 74 to the air conditioner main evaporator 90, then inputted to the gas-liquid separator 60, and then inputted to the compressor 91 through the coaxial pipe 93, so as to form a complete refrigerant circulation loop.

As shown in fig. 1 and fig. 10, the pump assembly 20 includes a heating water pump 21, a battery water pump 22 and a motor water pump 23, the heating water pump 21, the battery water pump 22 and the motor water pump 23 are respectively installed on a side of the casing 11 away from the cover plate 12, and the heating water pump 21, the battery water pump 22 and the motor water pump 23 are respectively connected to different pipes located outside the accommodating cavity.

In the present embodiment, in order to increase the flow rate of the coolant inside the pipe, the pump assembly 20 installed on the first surface 113 of the housing 11 includes a heating water pump 21, a battery water pump 22, and a motor water pump 23. The heating water pump 21 is connected in series with the heater 84, and the water outlet of the heating water pump 21 is communicated with the water inlet of the heater 84 through the pipe 130, so that the heating water pump 21 can increase the speed of the cooling liquid input into the heater 84. After the battery water pump 22 is connected with the battery 83 in series, the water outlet of the battery water pump 22 is communicated with the water inlet of the battery 83 through the pipeline 130, and the battery water pump 22 can accelerate the speed of inputting the cooling liquid into the battery 83. After the motor water pump 23 is connected with the motor 80 in series, the water outlet of the motor water pump 23 is communicated with the water inlet of the motor 80, and the motor water pump 23 can accelerate the speed of inputting the cooling liquid into the motor 80.

The application also provides a vehicle which comprises a vehicle body, and the thermal management system and the air conditioning system which are installed on the vehicle body. The thermal management system and the air conditioning system have been explained in detail in the above description, and are not repeated herein.

Fig. 11 is an enlarged view at D in fig. 10, and fig. 12 is an enlarged view at E in fig. 10. In each flow diagram, a combination of a solid line and an arrow represents a flow direction of the coolant, a combination of a broken line and an arrow represents a flow direction of the refrigerant, and a combination of a two-dot chain line and an arrow represents a flow direction at the time of replenishment of the coolant.

As shown in fig. 1, 3 and 10 to 12, the heat conduction path of the thermal management system provided by the present application includes a cooling liquid circuit communicated by a solid line and a cooling medium circuit communicated by a dotted line. In short, heat is transferred mainly by the coolant in the coolant circuit and mainly by the coolant in the coolant circuit. It should be noted that the cooling liquid circuit is connected to each component through a pipeline 130, and the cooling medium circuit is connected to each component through an air conditioning pipeline (not shown).

The cooling liquid loop mainly comprises a motor loop, a battery loop and a warm air loop. Wherein, the liquid outlet of the motor (the motor heat sink, hereinafter referred to as the motor) 80 is communicated with the first valve port m318, the liquid inlet of the motor water pump 23 is communicated with the first valve port c313, and the liquid outlet of the motor water pump 23 is respectively communicated with the second valve port e324 and the liquid inlet of the motor 80.

A liquid outlet of a battery (a battery pack heat dissipation device, hereinafter referred to as a battery) 83 is respectively communicated with a liquid inlet of a controller 81 and a first valve port f315, a liquid inlet of a battery water pump 22 is communicated with a first valve port a311, a liquid outlet of the battery water pump 22 is communicated with a liquid inlet of the battery 83, a liquid outlet of the controller 81 and a first valve port h316 are respectively communicated with a liquid inlet of a heating water pump 21 and a liquid inlet of a heat exchanger 50, a liquid outlet of the heat exchanger 50 is communicated with a first valve port b312, a liquid outlet of the heating water pump 21 is communicated with a liquid inlet of a heater 84, a liquid outlet of the heater 84 is communicated with a second valve port a321, a liquid inlet of a warm air core 85 is communicated with a second valve port c323, a liquid outlet of the warm air core 85 is communicated with a liquid inlet of the heating water pump 21, a second valve port b322 is communicated with a first valve port b312, a second valve port f325 is communicated with a liquid inlet of a water-cooled condenser 40, a liquid outlet of a water-cooled condenser 40 is communicated with a first valve port 318 m, the inlet port of the radiator 82 communicates with the first port k317, the outlet port of the radiator 82 communicates with the first port e314, and the first port n319 communicates with the first port e 314.

The refrigerant inlet of the air conditioner main condenser 92 in the refrigerant loop is communicated with the first switch valve 71, the refrigerant outlet of the air conditioner main condenser 92 is communicated with the first expansion valve 73 and the second expansion valve 74 through the coaxial pipe 93, the first expansion valve 73 is communicated with the refrigerant inlet of the heat exchanger 50, the refrigerant outlet of the heat exchanger 50 is communicated with the refrigerant inlet of the gas-liquid separator 60, the refrigerant outlet of the gas-liquid separator 60 is communicated with the refrigerant inlet of the compressor 91 through the coaxial pipe 93, the second expansion valve 74 is communicated with the refrigerant inlet of the air conditioner main evaporator 90, the refrigerant outlet of the air conditioner main evaporator 90 is communicated with the refrigerant inlet of the gas-liquid separator 60, the refrigerant outlet of the compressor is respectively communicated with the first switch valve 71 and the second switch valve 72, the second switch valve 72 is communicated with the refrigerant inlet of the water-cooled condenser 40, and the refrigerant outlet of the water-cooled condenser 40 is communicated with the first expansion valve 73 and the second expansion valve 74 through the coaxial pipe 93.

The water storage area 150 is used for containing cooling liquid, and the cooling liquid in the water storage area 150 flows into each pipeline 130 through the liquid supplementing port to supplement the cooling liquid in real time, so that the low heat conduction efficiency of the system caused by the too fast loss of the cooling liquid is prevented.

FIG. 13 is a schematic flow diagram illustrating a first operating condition of the thermal management system of the present invention.

As shown in fig. 13, a first operating mode provided by the present application is a cooling mode, where a motor and a battery of a vehicle need to be cooled while the vehicle is running. The specific flow method is as follows:

the flow direction of the cooling liquid in the motor loop is as follows: after flowing out from the motor 80, the coolant flows in from the first valve port m318, then flows in the first valve port k317, flows in from the first valve port k317 to the liquid inlet of the radiator 82, exchanges heat with the radiator 82, flows in from the liquid outlet of the radiator 82 to the first valve port e314, flows in from the first valve port e314 to the first valve port c313, flows out from the first valve port c313 to the motor water pump 23, and flows in to the motor 80 after being subjected to circulating pressurization of the motor water pump 23, so as to form a closed loop. The cooling liquid absorbs the heat generated by the motor 80 and transfers the heat to the radiator 82, and the heat absorbed by the cooling liquid is transferred to the air after the heat is exchanged with the air through the radiator 82, so that the motor 80 is cooled.

The flow direction of the cooling liquid in the battery circuit is: the coolant flows out from the battery 83 and then is divided into two paths, wherein one path flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h 316. In addition, after flowing through the controller 81, the coolant which flows out together with the first valve port h316 converges and flows into the heat exchanger 50, then flows into the first valve port b312 from the heat exchanger 50, then flows into the first valve port a311, flows into the battery water pump 22 from the first valve port a311, and flows into the battery 83 after being subjected to circulating pressurization by the battery water pump 22, so as to form a closed loop. The coolant absorbs heat generated by the battery 83 and the controller 81 and transfers the heat to the heat exchanger 50, and the heat is exchanged with the refrigerant in the heat exchanger 50 to transfer the absorbed heat to the refrigerant, thereby cooling the battery 83 and the controller 81.

The warm air loop is used for heating the vehicle cab, the cooling liquid flows into the second valve port a321 from the liquid outlet of the heater 84 after being heated by the heater 84, then flows into the second valve port c323 from the second valve port a321, then flows into the warm air core 85, the cooling liquid flows into the heating water pump 21 after flowing out of the warm air core 85, and flows into the liquid inlet of the heater 84 after being circularly pressurized by the heating water pump 21, so that a closed loop is formed. The heater 84 is mainly used for heating the coolant, the warm air core 85 is arranged in the cockpit for heat exchange, and after the heated coolant passes through the warm air core 85, the warm air core 85 transfers heat absorbed by the coolant to the cockpit, so that the cockpit is heated. It should be noted that the circuit is only suitable for warming up the cabin by the driver in a low-temperature environment. When the ambient temperature is high, the circuit is in a state of stopping operation.

as shown in fig. 14, the second working condition provided by the present application is a heat dissipation mode of a shared heat sink, and this working condition is that the motor circuit and the battery circuit are communicated to share the same heat sink for heat dissipation. The specific flow method is as follows:

the flow direction of the series loop formed by the motor and the battery is as follows: the coolant flows out from the liquid outlet of the motor 80, flows into the first valve port m318, then flows into the first valve port k317, flows into the liquid inlet of the radiator 82 from the first valve port k317, flows into the first valve port e314 from the liquid outlet of the radiator 82 after heat exchange of the radiator 82, then flows into the first valve port a311, flows into the battery water pump 22 from the first valve port a311, is pressurized by the battery water pump 22, and then flows into the battery 83. The flow from the battery 83 is divided into two paths, wherein one path flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h 316. The other path of coolant flowing through the controller 81 and flowing out of the first valve port h316 converges and flows into the heat exchanger 50 together, then flows into the first valve port b312 from the heat exchanger 50, then flows into the first valve port c313, then flows into the motor water pump 23 from the first valve port c313, and flows into the liquid inlet of the motor 80 after being subjected to circulating pressurization by the motor water pump 23, so as to form a closed loop. At this time, the motor 80, the battery 83 and the controller 81 are connected in series in the same circuit, and heat generated by the three is absorbed by the cooling liquid and transferred to the radiator 82, and the radiator 82 performs heat dissipation and temperature reduction processing in a unified manner.

FIG. 15 is a schematic flow diagram of a third operating condition of the thermal management system provided by the present invention.

As shown in fig. 15, the third working condition provided by the present application is a motor rapid heating mode, and when the vehicle is started, the motor 80 is rapidly preheated, so that the temperature of the motor 80 is increased to a preferred working temperature range as soon as possible. Accordingly, the battery 83 and the controller 81 are also preheated to raise their temperatures to the preferred operating temperature range as quickly as possible. The specific circulation is as follows:

the flow direction of the motor loop is as follows: the coolant flows from the motor 80 to the first valve port m318, then flows through the first valve port n319, the first valve port e314, and the first valve port c313 in sequence, flows from the first valve port c313 to the motor water pump 23, and flows into the motor 80 after being circularly pressurized by the motor water pump 23, so as to form a closed loop. In this loop, since the coolant does not pass through the radiator 82, the heat absorbed by the coolant from the motor 80 can be transferred to the motor 80 again, reducing the heat loss of the motor 80, and enabling the temperature of the motor 80 to rise rapidly to within a preferred operating temperature range.

The flow direction of the battery loop is as follows: the coolant is divided into two paths after flowing out from the battery 83, wherein one path flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h 316. In addition, after flowing through the controller 81, the coolant which flows out through the first valve port h316 converges and flows into the heat exchanger 50 together, then flows into the first valve port b312 from the heat exchanger 50, then flows into the first valve port a311, flows into the battery water pump 22 from the first valve port a311, and flows into the battery 83 after being subjected to circulating pressurization by the battery water pump 22, so as to form a closed loop. In this condition, the heat exchanger 50 is not activated, that is, the heat exchanger 50 does not perform heat dissipation treatment on the incoming cooling fluid, so that the heat absorbed by the cooling fluid from the battery 83 and the controller 81 can be transferred to the battery 83 and the controller 81 again, and the heat loss of the battery 83 and the controller 81 is reduced, so that the temperature of the battery 83 and the controller 81 can be rapidly increased to a preferred working temperature range.

In addition, under the working condition, the temperature of the cockpit is also low, the cockpit is heated by starting the warm air loop, and the loop is closed when the temperature in the cockpit is increased to a certain value.

FIG. 16 is a schematic flow diagram of a fourth operating condition of the thermal management system provided by the present invention.

As shown in fig. 16, the fourth operating mode provided by the present application is a waste heat recovery mode, in which the battery 83 and the controller 81 are heated by collecting heat generated by the motor 80. After the motor 80 is started for a period of time, the temperature of the motor 80 can be rapidly increased to a preferred working temperature range, and the temperature of the battery 83 and the temperature of the controller 81 are still in a low state, so that the temperature of the battery 83 and the temperature of the controller 81 can be increased to the preferred working temperature range as soon as possible by transferring the heat generated by the motor 80 to the battery 83 and the temperature of the controller 81. Under the working condition, the motor loop and the battery loop are connected to form a series loop.

The flow direction of the series circuit of the motor 80 and the battery 83 is as follows: the coolant flows from the motor 80 to the first valve port m318, then flows through the first valve port n319, the first valve port e314, and the first valve port a311 in this order, flows into the battery water pump 22 through the first valve port a311, and flows into the battery 83 after being pressurized by the circulation of the battery water pump 22. After flowing out of the battery 83, the fluid is divided into two paths, wherein one path flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h 316. And the other path of cooling liquid flowing through the controller 81 and flowing out of the first valve port h316 converges and flows into the heat exchanger 50 together, then flows into the first valve port b312 from the heat exchanger 50, then flows into the first valve port c313, flows into the motor water pump 23 from the first valve port c313, and flows into the motor 80 after being subjected to circulating pressurization of the motor water pump 23, so that a closed loop is formed. In this condition, both the radiator 80 and the heat exchanger 50 are in a state of being out of operation, and the heat generated by the motor 80 is transferred from the coolant to the battery 83 and the controller 81 to heat both.

At this time, the working state of the warm air loop determines whether to start according to the height of the environmental problem.

FIG. 17 is a schematic flow diagram illustrating a fifth operating condition of the thermal management system of the present invention.

As shown in fig. 17, the fifth operating condition provided by the present application is a fast motor temperature rise, no battery flow request and a controller flow request. Under this condition, the motor circuit is the same as the motor circuit under the third condition, and therefore, the description is omitted, and only a description of the battery circuit is provided below.

The specific flow directions of the battery circuit are as follows: the coolant flows out of the battery 83, flows into the controller 81, flows into the heat exchanger 50 from the controller 81, flows into the first valve port b312 from the heat exchanger 50, flows into the first valve port a311, flows into the battery water pump 22 from the first valve port a311, is subjected to circulating pressurization by the battery water pump 22, and flows into the battery 83 to form a closed loop. Under this condition, the controller 81 needs a large flow rate of the coolant when operating, so that the coolant flowing out of the battery 83 is entirely input into the controller 81 to meet the operating requirement thereof. Without a change in the flow rate of the coolant flowing through the battery 83.

FIG. 18 is a schematic flow diagram illustrating a sixth operating condition of the thermal management system of the present invention.

As shown in fig. 18, the sixth operating condition provided by the present application is that the motor needs to be cooled down, the battery has no flow request and the controller has a flow request and the degassing mode. Under the working condition, the circulation direction of the motor loop is consistent with the circulation mode of the motor loop under the first working condition. The battery circuit is consistent with the battery circuit under the fifth working condition, and therefore, the description is omitted! However, since air is generally introduced into the controller 81 when the vehicle is being serviced, the deaeration mode is to discharge the air introduced into the controller 81 and discharge the air inside the controller from the fluid infusion port of the water storage area 150 by allowing all of the coolant to flow into the controller 81, thereby avoiding any adverse effect on the operation of the vehicle.

In addition, under the sixth working condition, the warm air loop is also in a stop state.

As shown in fig. 19, the seventh operating mode provided by the present application is a large series auxiliary degassing mode, which is a condition for performing a degassing treatment on the entire thermal management system, and at this time, the motor loop is communicated with the battery loop to form a large series loop.

The flow direction of the cooling liquid in the large series loop is as follows: the coolant flows from the motor 80 to the first valve port m318, then flows to the first valve port k317, flows from the first valve port k317 to the radiator 82, flows out of the radiator 82 to the first valve port e314, then flows to the first valve port a311, flows out of the first valve port a311, flows to the battery water pump 22, is pressurized by the battery water pump 22, flows to the battery 83, flows to the controller 81, flows to the heat exchanger 50 from the controller 81, flows to the first valve port b312 from the heat exchanger 50, flows to the first valve port c313, flows to the motor water pump 23 from the first valve port c313, and flows to the motor 80 after being pressurized by the motor water pump 23 in a circulating manner, so as to form a closed loop. In this condition, the vehicle is at a standstill, the radiator 82 and the heat exchanger 50 are both at a standstill, and the radiator 82 acts as a relatively large capacity air-liquid separation device, and the coolant displaces air from the thermal management system to the radiator 82 and out of the radiator 82. Thereby enabling the whole system to work normally and circularly.

Accordingly, since the vehicle is stopped, the heater circuit is also stopped.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A thermal management system for a vehicle, comprising: a kettle assembly, a pump assembly, and a valve unit, the kettle assembly comprising a housing and a cover, the housing covering the cover and together with the cover plate to form an accommodating cavity, the pump assembly and the valve unit are respectively mounted on the casing;

The accommodating cavity has a plurality of pipes for liquid circulation, the housing has a plurality of ports that communicate with the accommodating cavity, and the first ends of the pipes are in one-to-one correspondence with the ports, so the second end of the pipeline and part of the pipeline are located outside the receiving cavity;

The valve unit has a plurality of valve ports, the valve ports are in one-to-one correspondence with the ports, and the valve unit is used to control the disconnection or communication between the ports and the valve ports corresponding to the ports, Thereby, the disconnection or communication between the pipes is controlled.

2 . The thermal management system according to claim 1 , wherein a side of the casing facing away from the cover plate has a first installation area and a second installation area, and a plurality of the interfaces includes a plurality of first interfaces. 3 . and a plurality of second interfaces, the first interfaces are located in the first installation area, and the second interfaces are located in the second installation area;

The valve unit includes a first multi-port valve and a second multi-port valve, the plurality of valve ports includes a plurality of first valve ports and a plurality of second valve ports, and the first valve ports are located in the first multi-port valve. On the through valve, the second valve port is located on the second multi-way valve;

The first multi-way valve is connected in the first installation area, and the first interface is in one-to-one correspondence with the first valve port, and the second multi-way valve is connected in the second installation area inside, and the second interface communicates with the second valve port in a one-to-one correspondence.

3. The thermal management system of claim 2, wherein a plurality of the ducts comprises a plurality of first ducts, each of the first ducts comprises two first sub-ducts, each of the first ducts The first end of the first sub-pipe in the pipes corresponds to the first installation area, and the second end of the first sub-pipe in each of the first pipes is used for connecting with the vehicle. The water outlet pipes of the same component of the The second end of the first sub-pipeline is used to communicate with the water inlet pipe of the same component in the vehicle;

4. The thermal management system according to claim 2, wherein the plurality of pipes comprises a second pipe and a third pipe, the first end of the second pipe corresponds to the first installation area, and the the first end of the third pipe corresponds to the second installation area;

The second pipe includes two second sub-pipes, one of the second pipes is used for communicating with the water outlet pipe of the heater core in the vehicle, and the second pipe is The other said second sub-pipeline communicates with the water inlet pipe of the heater in the vehicle;

The third pipeline includes two third sub-pipes, one of the third sub-pipes is used to communicate with the water outlet pipe of the heater, and the other of the third pipes is The third sub-pipe communicates with the water inlet pipe of the heater core.

5. The thermal management system according to any one of claims 1-4, wherein a water storage area is provided inside the accommodating cavity, and the water storage area is located above the pipeline;

The water storage area has a liquid replenishing port, and the liquid replenishing port is communicated with the pipeline.

6 . The thermal management system according to claim 3 , further comprising a water-cooled condenser and a heat exchanger, the water-cooled condenser is installed on the side of the housing away from the cover plate, and the water-cooled condenser the heat exchanger has a first inlet and a first outlet, the heat exchanger is installed on the side of the cover plate facing away from the shell, and the heat exchanger has a second inlet and a second outlet;

The plurality of pipes include two fourth pipes, one of the fourth pipes has a first end corresponding to the second installation area, one of the fourth pipes communicates with the first inlet, and the other of the fourth pipes is in communication with the first inlet. The first end of the fourth conduit corresponds to the first installation area, and the other fourth conduit communicates with the first outlet;

The plurality of pipes includes two fifth pipes, the first ends of the fifth pipes are all corresponding to the first installation area, one of the fifth pipes is communicated with the second outlet, and the other of the first ends is in communication with the second outlet. Five conduits communicate with the second inlet.

7 . The thermal management system according to claim 6 , further comprising a gas-liquid separator, the cover plate has a mounting portion, the mounting portion is located outside the accommodating cavity, and the gas-liquid separator is installed on the side of the installation portion facing the casing, and the gas-liquid separator is adjacent to the water-cooled condenser;

The refrigerant inlet of the gas-liquid separator communicates with the refrigerant outlet of the heat exchanger, and the gas-liquid separator is also used for communicating with the evaporator outlet of the air conditioner main unit of the vehicle.

8 . The thermal management system according to claim 7 , further comprising an air-conditioning integrated valve, the air-conditioning integrated valve being mounted on a side of the mounting portion facing away from the housing, the air-conditioning integrated valve being connected to the air-conditioning integrated valve. The heat exchangers are adjacent to each other, and the air-conditioning integrated valve is respectively communicated with the refrigerant inlet of the water-cooled condenser and the refrigerant inlet of the heat exchanger;

The refrigerant outlet of the gas-liquid separator is communicated with the air inlet of the compressor of the vehicle through the coaxial pipe;

The coaxial pipe is also used for communicating with the condenser outlet inside the air conditioner main unit of the vehicle;

The air conditioner integrated valve is used for communicating with the condenser inlet inside the air conditioner host, and the air conditioner integrated valve is also used for connecting with the compressor exhaust port.

9 . The thermal management system according to claim 1 , wherein the pump assembly comprises a heating water pump, a battery water pump and a motor water pump, and the heating water pump, the battery water pump and the motor water pump are respectively installed in the The casing faces away from the cover plate, and the heating water pump, the battery water pump and the motor water pump are respectively connected with different pipes located outside the accommodating cavity.

10. A vehicle, characterized by comprising: a vehicle body and the thermal management system according to any one of claims 1-9 mounted on the vehicle body.