CN117067861A

CN117067861A - Thermal management system of vehicle and vehicle

Info

Publication number: CN117067861A
Application number: CN202311134402.6A
Authority: CN
Inventors: 马伟; 赵元; 吴伟
Original assignee: Beiqi Foton Motor Co Ltd
Current assignee: Beiqi Foton Motor Co Ltd
Priority date: 2023-09-04
Filing date: 2023-09-04
Publication date: 2023-11-17
Also published as: WO2025050548A1

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle, wherein the vehicle comprises a vehicle cabin, a battery and an engine, the thermal management system comprises a first cooling liquid circulation loop, a waste heat recovery loop, a three-channel valve and a controller, the first cooling liquid circulation loop is used for adjusting the temperature of the battery, the waste heat recovery loop is in heat exchange with the engine, the waste heat recovery loop comprises a plurality of heat exchange loops, the heat exchange loops are used for respectively adjusting the temperature of the engine, the temperature in the vehicle cabin and the temperature of the cooling liquid in the first cooling liquid circulation loop, and the controller is used for controlling the on or off of channels in the three-channel valve so as to realize the control of the waste heat recovery loop to switch among the heat exchange loops by the three-channel valve. The thermal management system of the vehicle can fully utilize the waste heat of the engine, ensure the temperature rising speed of the engine, simplify the structure of the thermal management system and reduce the control difficulty of the thermal management system.

Description

Thermal management system of vehicle and vehicle

Technical Field

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

Background

Along with the improvement of environmental protection requirements and the improvement of battery technologies, the development speed of electric vehicles is faster and faster, and the electric vehicles are gradually replacing traditional fuel vehicles, and become an important development direction of the modern automobile industry, so that the whole vehicle heat management and energy conservation of the electric vehicles are more and more important.

At present, the electric heating or heat pump scheme is mainly adopted for heating the battery in the cabin of the electric automobile, so that the heat generated by the engine during working cannot be effectively utilized, and the waste is large.

In the prior art, part of heat management systems also recover the heat of the engine to adjust the temperature of the battery and the interior of the cabin, but the existing scheme can reduce the temperature rising speed of the engine and increase the power loss, and the existing heat management system for recovering the waste heat of the engine has a complex structure, so that the heat management system is inconvenient to arrange and difficult to control.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the thermal management system of the vehicle, which has a simple structure, can ensure the temperature rising speed of the engine while realizing the recovery of the waste heat of the engine to heat the vehicle cabin and the battery, and solves the technical problems of complex structure and low temperature rising speed of the engine in the prior art.

The application also aims to provide a vehicle with the thermal management system.

According to an embodiment of the present application, a thermal management system of a vehicle including a cabin, a battery, and an engine, the thermal management system includes: a first coolant circulation circuit for adjusting a temperature of the battery; the waste heat recovery loop is in heat exchange with the engine and comprises a plurality of heat exchange loops, and the heat exchange loops are used for respectively adjusting the temperature of the engine, the temperature in the cabin and the temperature of the cooling liquid in the first cooling liquid circulation loop; the three-channel valve is used for controlling the on or off of channels in the three-channel valve so as to realize the control of the waste heat recovery loop to switch among a plurality of heat exchange loops by using the three-channel valve.

According to the thermal management system of the vehicle, disclosed by the embodiment of the application, the waste heat recovery loop for heat exchange with the engine is arranged, so that the heat generated by the engine during operation can be recovered by using the waste heat recovery loop, and at the moment, when the temperature of the engine, the temperature in the cabin and the temperature of the cooling liquid are respectively adjusted by using a plurality of heat exchange loops, the engine, the cabin and the battery can be heated by using the waste heat of the engine, so that the waste heat of the engine is fully utilized, the energy utilization rate is improved, and the application capacity of the thermal management system in a cold region is improved; meanwhile, the three-channel valve is arranged to directly control the waste heat recovery loop to switch among the heat exchange loops, so that the waste heat recovery loop can be prevented from heating the cabin and the battery while the temperature of the engine is regulated while the structure of the heat management system is simplified, and therefore the temperature reduction of circulating water in the waste heat recovery loop is prevented to compromise the temperature rising speed of the engine, namely the temperature rising speed of the engine is ensured, and the power loss is reduced. That is, the thermal management system of the present application can not only fully utilize the waste heat of the engine, but also increase the temperature rising speed of the engine and make the thermal management system simple in structure.

In some embodiments, the plurality of heat exchange circuits includes a first heat exchange circuit for adjusting a temperature within the vehicle cabin, a second heat exchange circuit for adjusting a temperature within the vehicle cabin and in heat exchange with the first coolant circulation circuit, and a third heat exchange circuit for adjusting a temperature of the engine; the three-way valve is connected in series with the first heat exchange loop and the second heat exchange loop at the same time so as to control the conduction of the first heat exchange loop, the conduction of the second heat exchange loop or the cut-off flow of the first heat exchange loop and the second heat exchange loop; when the first heat exchange loop and the second heat exchange loop are cut off, the third heat exchange loop is conducted.

In some embodiments, the three-way valve includes a first channel in series with the first heat exchange circuit to control the first heat exchange circuit to conduct, a second channel in series with the second heat exchange circuit to control the second heat exchange circuit to conduct; and an outlet of the third channel is positioned in the three-way valve so as to control the first heat exchange loop and the second heat exchange loop to be blocked.

In some embodiments, the thermal management system further comprises a refrigerant circulation loop for raising and lowering a temperature within the cabin, the refrigerant circulation loop in heat exchange with the first coolant circulation loop.

In some embodiments, the thermal management system further comprises a control valve assembly; the refrigerant circulation circuit has a first mode in which the refrigerant circulation circuit is for raising the temperature inside the cabin, and a second mode; in the second mode, the refrigerant circulation circuit is configured to reduce a temperature within the cabin, and the control valve assembly is configured to control the refrigerant circulation circuit to switch between the first mode and the second mode.

In some embodiments, the refrigerant cycle circuit includes a first refrigerant cycle circuit, a second refrigerant cycle circuit, and a compressor, the control valve assembly includes a three-way valve, a first on-off valve, and a second on-off valve, the three-way valve having a first state in which a discharge port of the compressor communicates with the first refrigerant cycle circuit, the first on-off valve being closed, the second on-off valve being open to connect the compressor in series with the first refrigerant cycle circuit, the refrigerant cycle circuit switching to the first mode; in the second state, the discharge port of the compressor communicates with the second refrigerant circulation circuit, the first switching valve is opened, and the second switching valve is closed to connect the compressor in series with the second refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the second mode.

In some embodiments, the first switch valve and the second switch valve are linked so that when one is closed, the other is open.

In some embodiments, the refrigerant cycle circuit includes a compressor, the control valve assembly is a four-way valve, and the four-way valve is connected to an air inlet of the compressor, an air outlet of the compressor, a first end of the refrigerant cycle circuit, and a second end of the refrigerant cycle circuit, respectively; wherein the four-way valve has a third state in which the exhaust port communicates with the first end of the refrigerant circulation circuit and the second end of the refrigerant circulation circuit communicates with the intake port, and a fourth state in which the refrigerant circulation circuit is switched to the first mode; in the fourth state, the exhaust port communicates with the second end of the refrigerant circulation circuit and the first end of the refrigerant circulation circuit communicates with the intake port, the refrigerant circulation circuit switching to the second mode.

In some embodiments, the thermal management system further comprises a second coolant circulation loop for adjusting a temperature of an electronic component of the vehicle.

A vehicle according to an embodiment of the invention comprises the aforementioned thermal management system.

According to the vehicle provided by the embodiment of the invention, the performance of the vehicle can be effectively ensured by adopting the thermal management system, and the comfort and the endurance mileage of the vehicle are improved.

Additional aspects and advantages of the invention will become apparent in the following description or may be learned by practice of the invention.

Drawings

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

FIG. 1 is a schematic diagram of a thermal management system according to some embodiments of the invention.

Fig. 2 is a schematic diagram of a waste heat recovery circuit according to some embodiments of the present invention.

Fig. 3 is a schematic diagram of a three-way valve according to some embodiments of the invention.

FIG. 4 is a schematic diagram of an engine degassing branch according to some embodiments of the invention.

Fig. 5 is a schematic diagram of a refrigerant circulation circuit and a first coolant circulation circuit according to some embodiments of the invention.

Fig. 6 is a schematic diagram of a refrigerant circulation circuit and a first coolant circulation circuit according to other embodiments of the present invention.

Fig. 7 is a graph of the correspondence between the opening and the flow rate of the electronic expansion valve according to some embodiments of the present invention.

Fig. 8 is a schematic diagram of a second coolant circulation loop according to some embodiments of the invention.

Fig. 9 is a schematic illustration of a vehicle according to some embodiments of the invention.

FIG. 10 is a schematic flow diagram of a thermal management system when a vehicle is started in a normal temperature environment according to some embodiments of the present invention.

FIG. 11 is a schematic flow diagram of a thermal management system when a vehicle is started in a low temperature environment according to some embodiments of the invention.

FIG. 12 is a schematic flow diagram of a thermal management system when a vehicle is started in an extremely low temperature environment, according to some embodiments of the invention.

FIG. 13 is a schematic flow diagram of a thermal management system for a vehicle operating in a normal temperature environment according to some embodiments of the invention.

FIG. 14 is a schematic flow diagram of a thermal management system of a vehicle operating in a high temperature environment according to some embodiments of the invention.

FIG. 15 is a schematic flow diagram of a thermal management system of a vehicle operating in a low temperature environment according to some embodiments of the invention.

FIG. 16 is a schematic flow diagram of a thermal management system when a vehicle is scram due to a fault or in a high temperature environment in accordance with some embodiments of the present invention.

Reference numerals:

1000. a thermal management system; 100. a first coolant circulation circuit; 110. a first pump body; 120. a first temperature sensor; 130. a heater; 200. a waste heat recovery circuit; 210. a heat exchange circuit; 211. a first heat exchange circuit; 212. a second heat exchange circuit; 213. a third heat exchange circuit; 214. a warm air core; 220. driving a pump; 230. a second temperature sensor; 240. a thermostat; 300. a three-way valve; 310. a first channel; 320. a second channel; 330. a third channel; 340. an inlet; 350. a first outlet; 360. a second outlet; 370. a housing; 380. a valve core; 381. a first liquid inlet; 382. a second liquid inlet; 383. a third liquid inlet; 384. a first liquid outlet; 385. a second liquid outlet; 400. a controller; 500. a refrigerant circulation circuit; 510. a first refrigerant circulation circuit; 520. a second refrigerant circulation circuit; 530. an off-board heat exchanger; 540. an in-cabin heat exchanger; 550. a first fan; 560. a pressure sensor; 571. a third temperature sensor; 572. a fourth temperature sensor; 581. a first electronic expansion valve; 582. a second electronic expansion valve; 590. a compressor; 600. a control valve assembly; 610. a three-way valve; 620. a first switching valve; 630. a second switching valve; 640. a four-way valve; 700. a second coolant circulation circuit; 710. a heat preservation branch; 720. a cooling branch; 721. a cooler; 722. a third fan; 730. a switching valve; 740. a second water pump; 750. a fifth temperature sensor; 760. a third degassing branch; 761. a second expansion tank; 810. a first degassing branch; 820. a second degassing branch; 821. a heat sink; 822. a second fan; 830. a first expansion tank; 900. a second heat exchanger; 2000. a battery; 3000. an engine; 4000. an electronic component.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

A thermal management system 1000 of a vehicle according to an embodiment of the present invention is described below with reference to the drawings of the specification.

The vehicle includes a cabin, a battery 2000, and an engine 3000, among others. The engine 3000 is used to power the vehicle and the battery 2000 is used to power the vehicle so that the vehicle can operate normally.

Of course, in some examples, battery 2000 may not only serve as an operating power source for the vehicle, but also as a driving power source for the vehicle, instead of or in part instead of fuel oil or natural gas, to provide driving power for the vehicle.

As shown in fig. 1, a thermal management system 1000 of a vehicle according to an embodiment of the present invention includes: the first coolant circulation circuit 100, the waste heat recovery circuit 200, the three-way valve 300, and the controller 400.

Wherein the first coolant circulation loop 100 is used to adjust the temperature of the battery 2000. The temperature of the battery 2000 can be maintained in a proper range, thereby improving the use safety of the battery 2000, ensuring the operation performance of the battery 2000 and prolonging the service life of the battery 2000.

As shown in fig. 1, the waste heat recovery circuit 200 exchanges heat with the engine 3000, and the waste heat recovery circuit 200 includes a plurality of heat exchange circuits 210, and the plurality of heat exchange circuits 210 are used for respectively adjusting the temperature of the engine 3000, the temperature in the vehicle cabin, and the temperature of the cooling liquid in the vehicle cabin and the temperature of the cooling liquid in the first cooling liquid circulation circuit 100. The waste heat recovery circuit 200 is set to exchange heat with the engine 3000, so that the heat generated by the engine 3000 during operation can be recovered by the waste heat recovery circuit 200, and thus the temperature of the engine 3000, the temperature in the cabin and the temperature of the cooling liquid can be adjusted by the heat generated by the engine 3000 during operation, so that the purpose of heating the engine 3000, the cabin and the battery 2000 by using the waste heat of the engine 3000 is achieved, the operation performance of the engine 3000 and the battery 2000 is improved, the comfort of the vehicle is ensured, and the purpose of reducing the cost and the consumption is achieved.

That is, the present application can effectively utilize heat generated from the engine 3000 when it is operated, to secure the operation performance of the engine 3000 and the battery 2000, and to improve the comfort of the vehicle, while also avoiding heat waste.

The controller 400 is used for controlling the on or off of the channels in the three-channel valve 300 to realize the control of the waste heat recovery circuit 200 to switch among the plurality of heat exchange circuits 210 by using the three-channel valve 300. The heat exchange loops 210 can be simply and conveniently switched while the temperature of the engine 3000, the temperature in the cabin and the temperature of the battery 2000 can be regulated by utilizing the heat generated by the engine 3000 during operation, so that the structure of the thermal management system 1000 is simplified, the control difficulty of the thermal management system 1000 is reduced, and the thermal management system 1000 is flexible to use.

As can be seen from the above structure, the thermal management system 1000 of the vehicle according to the embodiment of the invention is provided with the waste heat recovery circuit 200, and the waste heat recovery circuit 200 is configured to perform heat exchange with the engine 3000, so that the waste heat recovery circuit 200 can be utilized to recover heat generated by the engine 3000 during operation, and the recovered heat can be utilized to respectively adjust the temperature of the engine 3000, the temperature in the cabin and the temperature of the coolant by utilizing the plurality of heat exchange circuits 210, so as to achieve the purpose of adjusting the temperature of the engine 3000, the cabin and the battery 2000 by utilizing the waste heat of the engine 3000, thereby avoiding heat waste.

When the heat exchange circuit 210 is used for adjusting the temperature of the engine 3000, the engine 3000 can be heated by using the waste heat of the engine 3000, so as to heat the engine 3000; when the heat exchange loop 210 is used for adjusting the temperature in the cabin, the temperature in the cabin can be raised by using the waste heat of the engine 3000, so as to achieve the purpose of heating the cabin; when the heat exchange circuit 210 is used for adjusting the temperature in the cabin and the temperature of the cooling liquid, the waste heat of the engine 3000 can be utilized to raise the temperature in the cabin and the temperature of the cooling liquid at the same time, so as to achieve the purposes of heating the cabin and raising the temperature of the battery 2000.

That is, the present application can heat the engine 3000, the cabin and the battery 2000 by using the waste heat of the engine 3000, so as to fully utilize the waste heat of the engine 3000, improve the energy utilization rate, achieve the purpose of reducing consumption, and improve the application capability of the thermal management system 1000 when working in cold regions.

In some examples, when the temperature of the coolant is raised using the waste heat of the engine 3000, the coolant is adapted to exchange heat with the battery 2000 through the first coolant circulation circuit 100 for the purpose of heating the battery 2000 using the waste heat of the engine 3000.

Meanwhile, the thermal management system 1000 of the vehicle according to the embodiment of the application can directly control the waste heat recovery circuit 200 to switch among the plurality of heat exchange circuits 210 through one structural member (the three-way valve 300), thereby simplifying the structure of the thermal management system 1000, reducing the production cost and the assembly difficulty of the thermal management system 1000, and enabling the plurality of heat exchange circuits 210 to be simply and conveniently switched, so as to reduce the control difficulty of the thermal management system 1000 and enable the thermal management system 1000 to be flexible to use.

In addition, by the arrangement, the waste heat recovery circuit 200 can be prevented from heating the cabin and the battery 2000 while adjusting the temperature of the engine 3000, that is, the temperature of the engine 3000 can be independently adjusted by using the waste heat, so that the temperature of circulating water in the waste heat recovery circuit 200 is prevented from being reduced to compromise the temperature rising speed of the engine 3000, that is, the waste heat of the engine 3000 can be used for heating the cabin and the battery 2000, the temperature rising speed of the engine 3000 can be ensured, and the power loss can be reduced.

In summary, the thermal management system 1000 of the present application not only can fully utilize the waste heat of the engine 3000, but also can increase the temperature rising speed of the engine 3000 and make the thermal management system 1000 simple in structure and convenient to control.

It can be appreciated that compared with the prior art, the thermal management system 1000 of the present application has a simple structure and convenient control, and not only can make the engine 3000 heat up quickly, but also fully utilize the waste heat energy of the engine 3000 to heat the battery 2000 and the cabin, and ensure the comfort of the vehicle, and also can ensure the normal output of the battery 2000 in the cold region environment, thus saving the energy of the engine 3000, improving the efficiency of the battery 2000, so as to achieve the purposes of improving the energy utilization rate and reducing consumption.

In some examples, the controller 400 is electrically connected to the three-way valve 300 to control on or off of the channels in the three-way valve 300 by using the controller 400, so that the waste heat recovery circuit 200 is controlled to switch among the heat exchange circuits 210 by using the three-way valve 300, so as to reduce the switching difficulty of the heat exchange circuits 210, make the switching among the heat exchange circuits 210 simple and convenient, and avoid the temperature of the circulating water in the waste heat recovery circuit 200 from decreasing to compromise the temperature rising speed of the engine 3000, that is, ensure the rapid temperature rising of the engine 3000.

As can be seen from the foregoing, the present application can control circulating water to circulate in the first heat exchange circuit 211, the second heat exchange circuit 212 or the third heat exchange circuit 213 only by using one three-way valve 300, that is, can control waste heat to switch between adjusting the temperature of the engine 3000, the temperature in the cabin and the temperature of the cooling liquid, so that the circulating water can be controlled simply, the structure of the thermal management system 1000 can be simplified, and the engine 3000 can be warmed up quickly during cold start, thereby ensuring the working performance of the engine 3000.

Optionally, the controller 400 is a VCU (Vehicle control unit ), and the controller 400 is electrically connected to the three-way valve 300 for controlling the on or off of the channels in the three-way valve 300, so as to control the first heat exchange circuit 211, the second heat exchange circuit 212, or the third heat exchange circuit 213 to be on.

In some examples, the waste heat recovery circuit 200 is filled with circulating water, and the circulating water is used for heat exchange with the engine 3000, the cabin and the cooling liquid, so as to heat the engine 3000, the cabin and the battery 2000 by using the waste heat of the engine 3000.

In some examples, the thermal management system 1000 includes a first heat exchanger (not shown in the drawings) connected in series with the waste heat recovery circuit 200 and exchanging heat with the engine 3000, where the first heat exchanger is used to absorb heat of the engine 3000 and exchange heat with circulating water in the waste heat recovery circuit 200 to raise the temperature of the circulating water, and when the circulating water flows to the first heat exchanger again, the first heat exchanger is used to transfer the temperature of the circulating water to the engine 3000, so that the circulating water circulates in such a way that the purpose of adjusting the temperature of the engine 3000 by using the heat generated by the engine 3000 during operation is achieved, so that the engine 3000 can be quickly warmed up, and the performance of the engine 3000 is improved.

In some examples, as shown in conjunction with fig. 1 and 2, the thermal management system 1000 further includes a second heat exchanger 900, where the second heat exchanger 900 is used to implement heat exchange between the waste heat recovery circuit 200 and the first coolant circulation circuit 100, that is, to implement heat exchange between the circulating water and the coolant, and the first heat exchanger is used to absorb heat of the engine 3000 and exchange heat with the circulating water in the waste heat recovery circuit 200, so as to raise the temperature of the circulating water in the waste heat recovery circuit 200.

In some examples, the thermal management system 1000 includes a third heat exchanger (not shown) in series with the first coolant circulation loop 100 and configured to exchange heat with the battery 2000, such that when the temperature of the coolant is raised by using circulating water, the coolant can enter the third heat exchanger, and the temperature of the coolant itself is transferred to the battery 2000 by using the third heat exchanger, so that the coolant circulates to adjust the temperature of the battery 2000.

Optionally, as shown in fig. 1, 5 and 6, the first coolant circulation loop 100 includes a first pump body 110 and a first temperature sensor 120, the first temperature sensor 120 is used for detecting the temperature of the battery 2000 to determine whether to regulate the temperature of the battery 2000, and the first pump body 110 is used for driving the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110 and the battery 2000, so as to achieve the purpose of regulating the temperature of the battery 2000 by using the first coolant circulation loop 100, thereby enabling the temperature of the battery 2000 to be maintained within a proper range and improving the use safety of the battery 2000.

Optionally, the cooling liquid in the first cooling liquid circulation loop 100 is also cooling water, so that the use cost of the cooling liquid can be reduced while the temperature of the battery 2000 can be effectively adjusted by using the first cooling liquid circulation loop 100.

In some examples, as shown in conjunction with fig. 1, 5 and 6, the first coolant circulation loop 100 further includes a heater 130, where the heater 130 is configured to directly heat the coolant temperature in the first coolant circulation loop 100, so as to raise the temperature of the battery 2000, ensure the capacity of the battery 2000, and thereby raise the range of the vehicle.

Alternatively, the heater 130 is a PTC (Positive Temperature Coefficient ) heater for heating the coolant in the first coolant circulation loop 100 to achieve an increase in the temperature of the battery 2000.

Wherein, the PTC heater works for a short time, specifically, is closed after heating for 1 minute continuously, so as to protect the PTC heater, prolong the service life of the PTC heater and ensure the heating effect of the PTC heater.

In some embodiments of the present invention, as shown in connection with fig. 1 and 2, the plurality of heat exchange circuits 210 includes a first heat exchange circuit 211, a second heat exchange circuit 212, and a third heat exchange circuit 213, the first heat exchange circuit 211 being used to adjust the temperature in the vehicle cabin, the second heat exchange circuit 212 being used to adjust the temperature in the vehicle cabin and exchanging heat with the first coolant circulation circuit 100, the third heat exchange circuit 213 being used to adjust the temperature of the engine 3000. So that the heat exchange loops 210 of the waste heat recovery loop 200 can respectively adjust the temperature of the engine 3000, the temperature in the cabin and the temperature of the cooling liquid, thereby realizing the recovery of the waste heat of the engine 3000 and avoiding the waste of heat.

It will also be appreciated that the waste heat recovery circuit 200 of the present application has three modes of operation, one to regulate the temperature in the cabin, another to regulate the temperature in the cabin and the temperature of the battery 2000, and yet another to regulate the temperature of the engine 3000.

Optionally, as shown in fig. 1 and 2, the thermal management system 1000 further includes a warm air core 214, where the warm air core 214 is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212 and faces the cabin, so that when circulating water flows to the warm air core 214 through the first heat exchange circuit 211 or the second heat exchange circuit 212, the circulating water can directly release heat into the cabin through the warm air core 214, thereby achieving the purpose of adjusting the temperature of the cabin by using the heat generated by the engine 3000 during operation, improving the comfort of the vehicle, and enabling the temperature in the cabin to be adjusted through both the first heat exchange circuit 211 and the second heat exchange circuit 212.

In a specific example, after the heat of the engine 3000 is absorbed by the first heat exchanger and exchanges heat with the circulating water in the waste heat recovery circuit 200, the temperature of the circulating water in the waste heat recovery circuit 200 can be raised, so that when the circulating water flows to the warm air core 214 through the first heat exchange circuit 211 or the second heat exchange circuit 212, the warm air core 214 directly releases heat into the cabin, and the circulation is performed, so that the purpose of adjusting the temperature of the cabin by using the heat generated by the engine 3000 during operation is achieved, the cabin is heated, and the comfort of the vehicle is improved.

Optionally, as shown in fig. 1 and fig. 2, the thermal management system 1000 further includes a first fan 550, where the first fan 550 faces the warm air core 214, and the first fan 550 operates to blow heat on the warm air core 214 into the cabin, so as to achieve the purpose of heating the cabin, and improve the heating effect.

In a specific example, the first fan 550 is a blower to ensure the operation performance of the first fan 550.

Optionally, as shown in fig. 2, a second heat exchanger 900 is connected in series with the second heat exchange circuit 212 so that the temperature of the battery 2000 can be adjusted by the second heat exchange circuit 212.

In some examples, as shown in fig. 2, part of the pipes of the first heat exchange circuit 211 and the second heat exchange circuit 212 are the same structural component, that is, the first heat exchange circuit 211 and the second heat exchange circuit 212 share part of the pipes, so as to further simplify the structure of the thermal management system 1000 and reduce the production cost and the assembly difficulty of the thermal management system 1000.

In a specific example, as shown in fig. 2, the pipeline of the first heat exchange circuit 211 for communicating with the engine 3000, the warm air core 214 and the three-way valve 300 is shared with the pipeline of the second heat exchange circuit 212 for communicating with the engine 3000, the warm air core 214 and the three-way valve 300, so that the arrangement of the part of the pipelines of the first heat exchange circuit 211 and the second heat exchange circuit 212 into the same structural member is realized, and the arrangement number of the pipelines is reduced, thereby simplifying the structure of the thermal management system 1000.

Optionally, as shown in fig. 2, the three-way valve 300 is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212, and the three-way valve 300 is used for controlling the first heat exchange circuit 211 to be conducted, the second heat exchange circuit 212 to be conducted, or the first heat exchange circuit 211 and the second heat exchange circuit 212 to be cut off to be in communication, and the third heat exchange circuit 213 to be conducted when the first heat exchange circuit 211 and the second heat exchange circuit 212 to be cut off to be in communication. That is, after the three-way valve 300 is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212 at the same time, the three-way valve 300 can have three working states, one of which is to control the first heat exchange circuit 211 to be conducted, the other is to control the second heat exchange circuit 212 to be conducted, and the other is to control the first heat exchange circuit 211 and the second heat exchange circuit 212 to be cut off and to be circulated, and the third heat exchange circuit 213 is to be conducted when the first heat exchange circuit 211 and the second heat exchange circuit 212 are cut off and circulated, so that it can be understood that the third heat exchange circuit 213 is to be controlled to be conducted by the three-way valve 300, that is, the purpose of controlling the waste heat recovery circuit 200 to switch among the plurality of heat exchange circuits 210 is achieved by the three-way valve 300.

It should be noted that, since the first heat exchange circuit 211 is used for adjusting the temperature in the cabin, the second heat exchange circuit 212 is used for adjusting the temperature in the cabin and exchanging heat with the first cooling liquid circulation circuit 100, the third heat exchange circuit 213 is used for adjusting the temperature of the engine 3000, and the conduction among the first heat exchange circuit 211, the second heat exchange circuit 212 or the third heat exchange circuit 213 is controlled, the control of the waste heat can be realized by adjusting the temperature of the engine 3000, the temperature in the cabin and the temperature of the cooling liquid, and thus the engine 3000 can be heated by the engine 3000 and the battery 2000 can be heated quickly.

Alternatively, as shown in fig. 2, the three-way valve 300 includes a first channel 310 and a second channel 320, the first channel 310 being connected in series with the first heat exchange circuit 211 to control the first heat exchange circuit 211 to conduct, and the second channel 320 being connected in series with the second heat exchange circuit 212 to control the second heat exchange circuit 212 to conduct. Thereby enabling the three-way valve 300 to control the conduction of the first heat exchange circuit 211 and the second heat exchange circuit 212 and reducing the switching difficulty of the first heat exchange circuit 211 and the second heat exchange circuit 212.

In some examples, as shown in fig. 2 and 3, the three-way valve 300 is provided with an inlet 340 and a first outlet 350 which are simultaneously communicated with the first heat exchange circuit 211, and the inlet 340 and the first outlet 350 are respectively formed at both ends of the first channel 310 and are communicated with the first channel 310, so that when the inlet 340 and the first outlet 350 are simultaneously opened, the control of the conduction of the first heat exchange circuit 211 by the three-way valve 300 can be realized.

Alternatively, as shown in fig. 2 and 3, the three-way valve 300 is provided with an inlet 340 and a second outlet 360 which are simultaneously communicated with the second heat exchange circuit 212, and the inlet 340 and the second outlet 360 are respectively formed at two ends of the second channel 320 and are communicated with the second channel 320, so that when the inlet 340 and the second outlet 360 are simultaneously opened, the control of the conduction of the second heat exchange circuit 212 by the three-way valve 300 can be realized.

In summary, the inlet 340 connected to the first heat exchange circuit 211 and the inlet 340 connected to the second heat exchange circuit 212 are the same water inlet, so as to simplify the structure of the three-way valve 300 and reduce the assembly difficulty of the three-way valve 300, and the pipeline of the first heat exchange circuit 211 for connecting the warm air core 214 and the three-way valve 300 and the pipeline of the second heat exchange circuit 212 for connecting the warm air core 214 and the three-way valve 300 can be shared.

Optionally, as shown in fig. 2, the three-way valve 300 further includes a third channel 330, and an outlet of the third channel 330 is located in the three-way valve 300 to control the first heat exchange circuit 211 and the second heat exchange circuit 212 to stop flowing. Thereby enabling the three-way valve 300 to control the conduction of the third heat exchange circuit 213 and reducing the difficulty of switching among the first heat exchange circuit 211, the second heat exchange circuit 212 and the third heat exchange circuit 213.

In a particular example, controller 400 may be utilized to control plugging first outlet 350 and/or second outlet 360 to control switching of waste heat recovery circuit 200 between first heat exchange circuit 211, second heat exchange circuit 212, and third heat exchange circuit 213.

Specifically, as shown in fig. 2 and 3, when the controller 400 controls to simultaneously block the first outlet 350 and the second outlet 360, the circulating water entering the three-way valve 300 cannot flow out, that is, the first heat exchange circuit 211 and the second heat exchange circuit 212 are blocked, and at this time, the controller 400 is used to control the circulating water to flow in the third heat exchange circuit 213, so as to achieve the purpose of adjusting the temperature of the engine 3000 by using the heat generated by the engine 3000 during operation, so that the engine 3000 can quickly heat up; when the controller 400 controls to block the first outlet 350, the circulating water entering the three-way valve 300 can be discharged through the second outlet 360, that is, is communicated with the second heat exchange circuit 212 through the second channel 320, and the controller 400 is used to control the circulating water to flow in the second heat exchange circuit 212, so as to achieve the purposes of regulating the temperature in the vehicle cabin and regulating the temperature of the battery 2000 by using the heat generated by the engine 3000 during operation; when the controller 400 controls to block the second outlet 360, the circulating water entering the three-way valve 300 can be discharged through the first outlet 350, that is, is communicated with the first heat exchange circuit 211 through the first channel 310, and at the moment, the controller 400 is used to control the circulating water to flow in the first heat exchange circuit 211, so as to achieve the purpose of adjusting the temperature in the cabin by using the heat generated by the engine 3000 during operation, thus improving the working performance of the engine 3000 and the battery 2000, ensuring the comfort of the vehicle, and achieving the purpose of reducing the cost and the consumption.

In a specific example, as shown in fig. 3, the three-way valve 300 includes a housing 370 and a valve core 380, the valve core 380 is rotatably disposed in the housing 370, the inlet 340, the first outlet 350 and the second outlet 360 are formed on the housing 370, the first channel 310, the second channel 320 and the third channel 330 are all formed in the valve core 380, the valve core 380 is provided with a first liquid inlet 381, a second liquid inlet 382, a third liquid inlet 383, a first liquid outlet 384 and a second liquid outlet 385, the first liquid inlet 381 and the first liquid outlet 384 are cooperatively formed as a liquid inlet and a liquid outlet of the first channel 310, and the first liquid inlet 381 and the first liquid outlet 384 are disposed in positions such that when the valve core 380 rotates to make the first liquid inlet 381 face and communicate with the inlet 340, the first liquid outlet 384 can face and communicate with the first outlet 350, so that the inlet 340 and the first outlet 350 can be formed at both ends of the first channel 310 and communicate with the first channel 310, that the conduction of the first heat exchange circuit 211 is controlled by the three-way valve 300.

Correspondingly, the second liquid inlet 382 and the second liquid outlet 385 are matched to form a liquid inlet and a liquid outlet of the second channel 320, and the arrangement positions of the second liquid inlet 382 and the second liquid outlet 385 meet the requirement that when the valve core 380 rotates to enable the second liquid inlet 382 to be opposite to and communicated with the inlet 340, the second liquid outlet 385 can be opposite to and communicated with the second outlet 360, so that the inlet 340 and the second outlet 360 can be formed at two ends of the second channel 320 and communicated with the second channel 320, namely, the conduction of the second heat exchange loop 212 is controlled by the three-channel valve 300.

Optionally, the third liquid inlet 383 is formed as a liquid inlet of the third channel 330, and the third channel 330 has no liquid outlet, which is also understood that the liquid outlet of the third channel 330 is located in the valve core 380, and the third liquid inlet 383 is located at a position that, when the valve core 380 rotates to make the third liquid inlet 383 face and communicate with the inlet 340, the housing of the valve core 380 faces the first outlet 350 and the second outlet 360, so as to block the first outlet 350 and the second outlet 360, thereby realizing control of blocking and flowing of the first heat exchange circuit 211 and the second heat exchange circuit 212.

Optionally, the controller 400 is configured to control the valve core 380 to rotate, thereby implementing control of the waste heat recovery circuit 200 to switch among the first heat exchange circuit 211, the second heat exchange circuit 212, and the third heat exchange circuit 213. The arrow shown in fig. 3 is the rotation direction of the valve element 380.

Alternatively, as shown in conjunction with fig. 1 and 2, the thermal management system 1000 includes a driving pump 220, a second temperature sensor 230, and a thermostat 240, the driving pump 220 is used to drive circulating water to circulate in the waste heat recovery circuit 200, the second temperature sensor 230 is used to detect the temperature of the engine 3000, and the thermostat 240 is used to control the flow direction of the circulating water.

In a specific example, when the engine 3000 is started at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 is low, the controller 400 is used to control the three-way valve 300 to simultaneously block the first outlet 350 and the second outlet 360, and control the thermostat 240 to communicate with the third heat exchange circuit 213, at this time, the driving pump 220 can drive circulating water to circulate among the engine 3000, the thermostat 240 and the driving pump 220, so as to achieve the purpose of adjusting the temperature of the engine 3000 by using the heat generated by the engine 3000 during operation, and achieve rapid warm-up of the engine 3000, thereby improving the performance of the engine 3000.

Optionally, when the vehicle runs at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 35 ℃ to 40 ℃, the controller 400 is used to control the three-way valve 300 to block the second outlet 360, so as to realize that the three-way valve 300 is used to conduct the first heat exchange loop 211 and control the thermostat 240 to be in cut-off connection with the third heat exchange loop 213, at this time, the driving pump 220 can drive circulating water to circulate among the engine 3000, the warm air core 214, the first channel 310 of the three-way valve 300 and the driving pump 220, thereby achieving the purpose of adjusting the temperature of the cabin by using heat generated by the engine 3000 during operation, so as to heat the cabin and improve the comfort of the vehicle.

Optionally, when the vehicle runs at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 80 ℃, the controller 400 is used to control the three-way valve 300 to block the first outlet 350, so as to realize that the three-way valve 300 is used to conduct the second heat exchange loop 212, and control the thermostat 240 to be in cut-off connection with the third heat exchange loop 213, at this time, the driving pump 220 can drive circulating water to circulate among the engine 3000, the warm air core 214, the second channel 320 of the three-way valve 300, the second heat exchanger 900 and the driving pump 220, thereby achieving the purpose of adjusting the temperature of the vehicle cabin and the temperature of the battery 2000 by using the heat generated by the engine 3000 during operation, so as to heat the vehicle cabin and raise the temperature of the battery 2000, improve the comfort of the vehicle, and ensure the use safety of the battery 2000.

Optionally, when the vehicle is running at a low temperature and the first temperature sensor 120 detects that the temperature of the battery 2000 exceeds 28 ℃, the controller 400 is used to control the three-way valve 300 to block the second outlet 360, so as to enable the first heat exchange circuit 211 to be conducted by using the three-way valve 300, and at this time, the driving pump 220 can drive circulating water to circulate among the engine 3000, the warm air core 214, the first channel 310 of the three-way valve 300 and the driving pump 220, so as to achieve the purpose of adjusting the temperature of the vehicle cabin by using the heat generated by the engine 3000 during operation, thereby realizing cabin heating and improving the comfort of the vehicle. Meanwhile, the first pump body 110 drives the cooling liquid in the first cooling liquid circulation loop 100 to circulate between the first pump body 110 and the battery 2000, so as to achieve the purpose of heat preservation of the battery 2000 by using the first cooling liquid circulation loop 100.

In some embodiments of the present invention, as shown in connection with fig. 1 and 2, a driving pump 220 is provided at the junction of the plurality of heat exchange circuits 210, and the driving pump 220 is used to drive the circulating water in the waste heat recovery circuit 200 to flow between the plurality of heat exchange circuits 210. While ensuring that the circulating water in the waste heat recovery circuit 200 can normally flow, the number of driving pumps 220 can be reduced to further simplify the structure of the thermal management system 1000, reduce the manufacturing cost of the thermal management system 1000, and reduce the control difficulty of the thermal management system 1000, so that the waste heat of the engine 3000 can be conveniently utilized to heat the engine 3000, the vehicle cabin and the battery 2000.

In some examples, as shown in fig. 1, 2 and 3, the thermal management system 1000 further includes a radiator 821, the radiator 821 is communicated with the thermostat 240 and the driving pump 220, when the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 80 ℃, the thermostat 240 is controlled to be communicated with the radiator 821, and at this time, the driving pump 220 can drive circulating water to circulate among the engine 3000, the thermostat 240, the radiator 821 and the driving pump 220, so as to reduce the temperature of the circulating water, and thus, when the circulating water flows to the engine 3000 again, the purpose of radiating heat of the engine 3000 can be achieved, and the use safety of the engine 3000 is improved.

In a specific example, when the circulating water flows to the radiator 821, the radiator 821 directly emits heat to the environment to achieve a reduction in the temperature of the circulating water.

Optionally, as shown in fig. 1, 2 and 4, the thermal management system 1000 further includes a second fan 822, where the second fan 822 faces the radiator 821, and the second fan 822 is operative to blow heat on the radiator 821 to the environment, so as to achieve the purpose of cooling the circulating water.

In a specific example, the second fan 822 is an electronic fan, so that the operation performance of the second fan 822 is ensured, and the use cost of the second fan 822 can be reduced.

Optionally, as shown in fig. 1 and 4, the second fan 822 is opposite to the engine 3000, so that when the vehicle suddenly stops due to a fault or the vehicle suddenly stops in a high-temperature environment, the controller 400 can be used to start the second fan 822, so that the second fan 822 is used to suck air and blow the air to the engine 3000, thereby achieving the purpose of cooling the engine 3000, and prolonging the service life and the use safety of the engine 3000.

It can be understood that by adopting the three-way valve 300 and the corresponding control mode, the application can ensure the rapid temperature rise of the engine 3000, and implement the heating function on the cabin and the battery 2000, is particularly suitable for low-temperature and cold-area environments, solves the influence of low-temperature severe conditions on the working efficiency of the power source, and has remarkable consumption reduction effect compared with the electric heating mode adopted in the prior art.

In some embodiments of the present application, as shown in fig. 1, 2 and 4, the thermal management system 1000 further includes a first expansion tank 830, a first degassing branch 810 is formed between the first expansion tank 830 and the engine 3000, and the first expansion tank 830 is connected to the driving pump 220, so that during the operation of the engine 3000, the gas in the circulating water can be brought into the first expansion tank 830 through the first degassing branch 810, and the circulating water is supplemented to the driving pump 220 through the first expansion tank 830, so as to achieve the purposes of degassing and fluid supplementing, so as to ensure the performance of the circulating water.

It should be noted that the first degassing branch 810 is always in an on state.

Optionally, as shown in fig. 1, 2 and 4, a second degassing branch 820 is formed between the first expansion tank 830 and the radiator 821, so that when the engine 3000 dissipates heat by using the radiator 821, gas in the circulating water entering the radiator 821 can be brought into the first expansion tank 830 by the second degassing branch 820, and the circulating water is supplemented to the radiator 821 by the first expansion tank 830, so that the purposes of degassing and supplementing water are achieved, and the performance of the circulating water is ensured.

Optionally, a first pressure valve (not shown in the figure) is provided on the first expansion tank 830, and when the pressure of the gas in the first expansion tank 830 exceeds 1.2bar to 1.4bar, the first pressure valve is opened to discharge the gas into the atmosphere, so as to ensure the working performance and the use safety of the first expansion tank 830.

Optionally, a first air intake valve (not shown) is further provided on the first expansion tank 830, and when the engine 3000 is stopped, the circulating water temperature is reduced, and the air pressure in the first expansion tank 830 is reduced, the first air intake valve is opened to allow external air to enter the first expansion tank 830, so that the internal and external pressures of the first expansion tank 830 are balanced.

That is, the application can continuously carry out the work of degassing and water supplementing when the engine 3000 works, and is suitable for the working characteristics of the engine 3000 such as high water temperature, large water temperature change, protection when the temperature exceeds the temperature, and the like.

In some embodiments, as shown in connection with fig. 1 and 5, the thermal management system 1000 further includes a refrigerant circulation loop 500, the refrigerant circulation loop 500 being used to raise and lower the temperature within the cabin. The purpose of adjusting the temperature in the vehicle cabin is achieved, so that the temperature in the vehicle cabin can be maintained in a proper temperature range, and the comfort of the vehicle is improved.

It should be noted that, the refrigerant circulation circuit 500 of the present application not only can raise the temperature in the vehicle cabin to achieve the purpose of heating the vehicle cabin, but also can lower the temperature in the vehicle cabin to achieve the purpose of cooling the vehicle cabin, so that the comfort of the vehicle is improved, and meanwhile, a plurality of refrigerant circuits can be avoided, so as to further simplify the structure of the thermal management system 1000.

Alternatively, as shown in conjunction with fig. 1 and 5, the refrigerant circulation circuit 500 exchanges heat with the first coolant circulation circuit 100. To achieve the adjustment of the temperature of the coolant in the first coolant circulation loop 100, that is, the adjustment of the temperature of the battery 2000, using the refrigerant circulation loop 500, thereby ensuring the operation performance of the battery 2000.

It should be noted that, since the refrigerant circulation loop 500 may be used to raise and lower the temperature in the cabin, when the refrigerant circulation loop 500 exchanges heat with the first coolant circulation loop 100, the refrigerant circulation loop 500 may not only cool the battery 2000, but also heat the battery 2000 reversely, so as to raise the temperature raising speed of the battery 2000 in the cold area environment, and achieve fast and high efficiency.

In summary, the thermal management system 1000 of the present application not only can recover the waste heat of the engine 3000 to heat the engine 3000, the cabin and the battery 2000, but also can utilize the refrigerant circulation loop 500 to cool or heat the cabin and the battery 2000, so that the thermal management system 1000 has rich functions and improves the user experience.

In some examples, as shown in fig. 5, the refrigerant circulation loop 500 is provided with a parallel branch, and the parallel branch is provided with the second heat exchanger 900, so that the second heat exchanger 900 is simultaneously provided in the refrigerant circulation loop 500 and the first cooling liquid circulation loop 100, and thus the refrigerant in the refrigerant circulation loop 500 and the cooling liquid in the first cooling liquid circulation loop 100 can exchange heat through the second heat exchanger 900, so as to achieve the purpose of adjusting the temperature of the battery 2000 by using the refrigerant circulation loop 500, and improve the power output utilization rate of the battery 2000.

As can be seen from the above, the second heat exchanger 900 of the present application can not only realize the heat exchange between the refrigerant in the refrigerant circulation loop 500 and the coolant in the first coolant circulation loop 100, but also realize the heat exchange between the circulating water in the waste heat recovery loop 200 and the coolant in the first coolant circulation loop 100, so that not only the waste heat of the engine 3000 can be used to regulate the temperature of the battery 2000, but also the refrigerant circulation loop 500 can be used to regulate the temperature of the battery 2000.

In addition, the number of heat exchangers can be reduced by the arrangement, so that the structure of the thermal management system 1000 is further simplified, and the cost of the thermal management system 1000 is reduced.

Optionally, as shown in conjunction with fig. 1 and 5, the thermal management system 1000 further includes a control valve assembly 600, the refrigerant circulation circuit 500 having a first mode and a second mode, the refrigerant circulation circuit 500 being configured to raise the temperature within the vehicle cabin in the first mode; in the second mode, the refrigerant circuit 500 is used to reduce the temperature within the vehicle cabin, and the control valve assembly 600 is used to control the refrigerant circuit 500 to switch between the first mode and the second mode. So that the refrigerant circulation circuit 500 can raise and lower the temperature in the vehicle cabin to realize the function of enriching the refrigerant circulation circuit 500 and improve the comfort of the vehicle.

That is, the present application can make a set of air conditioning system realize both functions of cooling in summer and heating in winter by providing one structural member (control valve assembly 600), and can simplify the structure of the thermal management system 1000 while enriching the functions of the thermal management system 1000.

Alternatively, as shown in conjunction with fig. 1 and 5, the refrigerant circulation circuit 500 includes a first refrigerant circulation circuit 510, a second refrigerant circulation circuit 520, and a compressor 590, the control valve assembly 600 includes a three-way valve 610, a first switching valve 620, and a second switching valve 630, the three-way valve 610 has a first state in which a discharge port of the compressor 590 communicates with the first refrigerant circulation circuit 510, the first switching valve 620 is closed, and the second switching valve 630 is opened to connect the compressor 590 in series with the first refrigerant circulation circuit 510, and the refrigerant circulation circuit 500 is switched to the first mode. Here, when the three-way valve 610 is switched to the first state, the discharge port of the compressor 590 is switched to communicate with the first refrigerant circulation circuit 510, the first switching valve 620 is switched to the closed position, the second switching valve 630 is switched to the open position, and at this time, the three-way valve 610, the first switching valve 620 and the second switching valve 630 cooperate to control the compressor 590 to be connected in series with the first refrigerant circulation circuit 510, so that the refrigerant circulates between the compressor 590 and the first refrigerant circulation circuit 510, and at this time, the refrigerant circulation circuit 500 is switched to the first mode, that is, the temperature in the cabin is raised by the refrigerant circulation circuit 500, so that the refrigerant circulation circuit 500 has a winter heating function.

Alternatively, in the second state, the discharge port of the compressor 590 communicates with the second refrigerant circulation circuit 520, the first switching valve 620 is opened, and the second switching valve 630 is closed, so that the compressor 590 is connected in series with the second refrigerant circulation circuit 520, and the refrigerant circulation circuit 500 is switched to the second mode. Here, when the three-way valve 610 is switched to the second state, the exhaust port of the compressor 590 is switched to be in communication with the second refrigerant circulation loop 520, the first switch valve 620 is switched to the open position, and the second switch valve 630 is switched to the closed position, at this time, the three-way valve 610, the first switch valve 620 and the second switch valve 630 are matched to control the compressor 590 and the second refrigerant circulation loop 520 to be connected in series, so that the refrigerant circulates between the compressor 590 and the second refrigerant circulation loop 520, at this time, the refrigerant circulation loop 500 is switched to the second mode, that is, the temperature in the cabin is reduced by using the refrigerant circulation loop 500, so that the refrigerant circulation loop 500 has the function of refrigerating in summer, and the purpose of realizing two functions of refrigerating in summer and heating in winter by using one set of air conditioning system is achieved.

In summary, the first refrigerant cycle 510 of the present application is used to raise the temperature in the cabin when it is in communication with the compressor 590, and the second refrigerant cycle 520 is used to lower the temperature in the cabin when it is in communication with the compressor 590.

In a specific example, as shown in fig. 5, the three-way valve 610 is connected between the exhaust port of the compressor 590 and the liquid inlet end of the first refrigerant circulation circuit 510 and the liquid inlet end of the second refrigerant circulation circuit 520, the first switch valve 620 is connected between the air inlet of the compressor 590 and the liquid outlet end of the first refrigerant circulation circuit 510, the second switch valve 630 is connected between the air inlet of the compressor 590 and the liquid outlet end of the second refrigerant circulation circuit 520, when the three-way valve 610 is switched to the first state, the three-way valve 610 is used for controlling the exhaust port of the compressor 590 to be communicated with the liquid inlet end of the first refrigerant circulation circuit 510 and controlling the air inlet of the compressor 590 to be communicated with the liquid outlet end of the first refrigerant circulation circuit 510 by the first switch valve 620, at this time, the refrigerant circulates between the compressor 590 and the first refrigerant circulation circuit 510, and the refrigerant circulation circuit 500 is switched to the first mode to achieve heating of the cabin and the battery 2000; when the three-way valve 610 is switched to the second state, the three-way valve 610 is used for controlling the exhaust port of the compressor 590 to be communicated with the liquid inlet end of the second refrigerant circulation loop 520 and controlling the air inlet of the compressor 590 to be communicated with the liquid outlet end of the second refrigerant circulation loop 520 by using the second switch valve 630, at this time, the refrigerant circulates between the compressor 590 and the second refrigerant circulation loop 520, and the refrigerant circulation loop 500 is switched to the second mode, so as to realize the refrigeration of the vehicle cabin and the battery 2000.

Alternatively, as shown in fig. 5, the first and second switching valves 620 and 630 are interlocked such that one is opened while the other is closed. That is, when the first switching valve 620 is closed, the second switching valve 630 is automatically opened; when the second switching valve 630 is closed, the first switching valve 620 is automatically opened, so that only one of the first refrigerant circulation loop 510 and the second refrigerant circulation loop 520 is turned on, thus ensuring that the two functions of cooling in summer and heating in winter can be realized by using one set of air conditioning system, and reducing the control difficulty of the first switching valve 620 and the second switching valve 630.

Alternatively, the first and second switching valves 620 and 630 are two disc-type linkage valve plates disposed in a pipeline so that one of the first and second switching valves 620 and 630 can be automatically opened when the other is closed.

Optionally, as shown in fig. 5, the refrigerant circulation loop 500 includes an off-board heat exchanger 530, an on-board heat exchanger 540, a first electronic expansion valve 581 and a second electronic expansion valve 582, the on-board heat exchanger 540 is opposite to the cabin, when the three-way valve 610 controls the air outlet of the compressor 590 to communicate with the first refrigerant circulation loop 510 and the air inlet of the compressor 590 to communicate with the first refrigerant circulation loop 510, the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature high-pressure refrigerant by the compressor 590, the high-temperature high-pressure refrigerant flows into the three-way valve 610 from the air outlet of the compressor 590, is discharged through the three-way valve 610, one path of the discharged high-temperature high-pressure refrigerant directly enters the on-board heat exchanger 540 to directly release heat into the cabin, heats the cabin, and the other path enters the second heat exchanger 900 to exchange heat with the cooling liquid in the first cooling liquid circulation loop 100, so as to reach the battery 2000, wherein the refrigerant after entering the on-board heat exchanger 590 enters the first electronic expansion valve 581 for throttling and then enters the off-board heat exchanger 530, and enters the second heat exchanger 582 to be compressed by the second heat exchanger 530, and then enters the on-board heat exchanger 582 to be discharged through the switch valve 620, and then enters the off-board heat exchanger 530 for completing the heat exchange.

Correspondingly, when the three-way valve 610 controls the exhaust port of the compressor 590 to be communicated with the second refrigerant circulation loop 520 and the second switching valve 630 controls the air inlet of the compressor 590 to be communicated with the second refrigerant circulation loop 520, the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature and high-pressure refrigerant through the compressor 590, the high-temperature and high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590 and is discharged to the outdoor heat exchanger 530 through the three-way valve 610, the refrigerant releases heat to the environment through the outdoor heat exchanger 530, and then enters the first electronic expansion valve 581 for throttling, and directly enters the indoor heat exchanger 540 after throttling, and the indoor heat exchanger 540 releases heat to the interior of the vehicle cabin, so that the purpose of refrigerating the vehicle cabin is achieved; the other path enters the second heat exchanger 900 to exchange heat with the cooling liquid in the first cooling liquid circulation loop 100 after being throttled by the second electronic expansion valve 582, so as to achieve the purpose of cooling the battery 2000.

In summary, the compressor 590 of the present application can switch the circulating flow direction of the refrigerant output by the compressor 590 under the condition that the inlet and outlet connection is unchanged, so as to realize the two directions of flow in the forward and reverse directions, thereby realizing two circulation of refrigeration and heating.

Alternatively, as shown in fig. 5, the first refrigerant cycle circuit 510 and the second refrigerant cycle circuit 520 share an off-cabin heat exchanger 530, an on-cabin heat exchanger 540, a first electronic expansion valve 581, and a second electronic expansion valve 582. It may also be understood that the first refrigerant cycle 510 and the second refrigerant cycle 520 each include an outdoor heat exchanger 530, an indoor heat exchanger 540, a first electronic expansion valve 581, and a second electronic expansion valve 582, so as to achieve the purpose of adjusting the temperature in the vehicle cabin by using the first refrigerant cycle 510 and the second refrigerant cycle 520, and at the same time, simplify the structure of the thermal management system 1000, and reduce the production cost and the assembly difficulty of the thermal management system 1000.

Optionally, as shown in fig. 1 and fig. 5, the first fan 550 is opposite to the in-cabin heat exchanger 540, and the first fan 550 is operated to blow the heat on the in-cabin heat exchanger 540 into the vehicle cabin, so as to achieve the purpose of heating the vehicle cabin, and improve the heating effect.

Alternatively, as shown in fig. 1 and 4, the second fan 822 is opposite to the outdoor heat exchanger 530, and the second fan 822 is operated to blow the heat on the outdoor heat exchanger 530 to the environment, so as to achieve the purpose of cooling the refrigerant.

In summary, the second fan 822 of the present application can not only accelerate cooling of circulating water, but also accelerate cooling of refrigerant, and simultaneously can also realize cooling of the engine 3000, so that one structural member has multiple functions, and further simplify the structure of the thermal management system 1000.

It should be noted that, the present application is provided with two independent electronic expansion valves (the first electronic expansion valve 581 and the second electronic expansion valve 582), so that when the temperatures of the vehicle cabin and the battery 2000 are adjusted at the same time, the opening degrees of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be controlled according to the detection results of the third temperature sensor 571 and the fourth temperature sensor 572, so as to realize the adjustment of the discharge flow of the refrigerant, thereby realizing the real-time adjustment of the refrigeration/heating capacity, balancing the vehicle cabin temperature control requirement and the power consumption loss, ensuring that the battery 2000 works under the proper temperature condition for a long time, reducing the influence of the environmental temperature on the working capacity of the battery 2000, thus not only ensuring the high-efficiency discharge output of the battery 2000, but also ensuring the service life of the battery 2000.

In addition, since the working efficiency of the battery 2000 is affected under the high temperature condition, when the fourth temperature sensor 572 detects that the temperature of the battery 2000 is too high, the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be adjusted by the controller 400, so that the refrigeration requirement of the battery 2000 is preferentially ensured, the normal power output is ensured, and meanwhile, the temperatures of the battery 2000 are balanced, hot spots of the battery 2000 are prevented, and thermal runaway is avoided.

Fig. 7 is a graph showing the correspondence between the opening degrees of the first electronic expansion valve 581 and the second electronic expansion valve 582 and the flow rate, wherein the abscissa is the percentage of the opening degrees of the first electronic expansion valve 581 and the second electronic expansion valve 582, and the ordinate is the flow rate of the first electronic expansion valve 581 and the second electronic expansion valve 582, that is, the larger the opening degrees of the first electronic expansion valve 581 and the second electronic expansion valve 582, the larger the flow rate of the refrigerant thereof, as shown in fig. 7.

In some examples, as shown in fig. 5, the refrigerant cycle 500 further includes a pressure sensor 560, the pressure sensor 560 being provided at a discharge port of the compressor 590 to detect an outlet pressure of the compressor 590, thereby judging whether switching between heating and cooling is possible, and thus improving the operation performance of the thermal management system 1000.

In some embodiments, as shown in fig. 6, the refrigerant circulation loop 500 includes a compressor 590, the control valve assembly 600 is a four-way valve 640, and the four-way valve 640 is connected to an inlet of the compressor 590, an outlet of the compressor 590, a first end of the refrigerant circulation loop 500, and a second end of the refrigerant circulation loop 500, respectively. That is, the control valve assembly 600 is not limited to be provided to include the aforementioned three-way valve 610, the first switching valve 620, and the second switching valve 630, and as shown in fig. 6, the control valve assembly 600 may be formed as a four-way valve 640.

Alternatively, the four-way valve 640 has a third state in which the exhaust port communicates with the first end of the refrigerant circulation circuit 500 and the second end of the refrigerant circulation circuit 500 communicates with the intake port, and the refrigerant circulation circuit 500 is switched to the first mode. That is, when the four-way valve 640 is switched to the third state, the refrigerant discharged from the compressor 590 enters the refrigerant circulation circuit 500 through the first end of the refrigerant circulation circuit 500, and the refrigerant in the refrigerant circulation circuit 500 may also enter the compressor 590 through the second end of the refrigerant circulation circuit 500, so that the refrigerant in the refrigerant circulation circuit 500 flows from the first end to the second end, thereby facilitating the temperature increase in the cabin by the refrigerant circulation circuit 500, and enabling the refrigerant circulation circuit 500 to have a winter heating function.

Alternatively, in the fourth state, the exhaust port communicates with the second end of the refrigerant circulation circuit 500 and the first end of the refrigerant circulation circuit 500 communicates with the intake port, and the refrigerant circulation circuit 500 is switched to the second mode. Through the above arrangement, the refrigerant in the refrigerant circulation loop 500 flows from the second end to the first end, so that the temperature in the cabin is conveniently reduced by using the refrigerant circulation loop 500, and the refrigerant circulation loop 500 has a function of refrigerating in summer.

That is, the four-way valve 640 is mainly used to control the flow direction of the refrigerant in the refrigerant circulation loop 500, thereby controlling the operation mode of the refrigerant circulation loop 500, and achieving the purpose of achieving both the functions of cooling in summer and heating in winter by using one set of air conditioning system.

Alternatively, as shown in fig. 6, the four-way valve 640 has four ports a, b, c, d, wherein when the four-way valve 640 is switched to the third state, the ab port of the four-way valve 640 is communicated and the dc port is communicated, at this time, the refrigerant in the compressor 590 can flow to the first end of the refrigerant circulation loop 500 through the ab port of the four-way valve 640, then flow along the refrigerant circulation loop 500, one path directly enters the in-cabin heat exchanger 540 to directly release heat into the vehicle cabin, so as to achieve the purpose of heating the vehicle cabin, the other path enters the second heat exchanger 900 to exchange heat with the cooling liquid in the first cooling liquid circulation loop 100, so as to achieve the purpose of heating the battery 2000, the refrigerant after passing through the in-cabin heat exchanger 540 enters the out-cabin heat exchanger 530 after entering the first electronic expansion valve 581 for throttling, the refrigerant after passing through the second electronic expansion valve 900 enters the out-cabin heat exchanger 530 after throttling, then the refrigerant after passing through the out-cabin heat exchanger 530, and the discharged refrigerant directly enters the compressor 590 through the dc flow passage of the four-way valve 640, so as to complete the circulation of the vehicle cabin and the battery 2000.

Correspondingly, when the four-way valve 640 is switched to the fourth state, the ad port of the four-way valve 640 is communicated and the bc port is communicated, at this time, the refrigerant in the compressor 590 can flow to the second end of the refrigerant circulation loop 500 through the ad port of the four-way valve 640, then circulate along the refrigerant circulation loop 500 and enter the outdoor heat exchanger 530, the refrigerant releases heat to the environment through the outdoor heat exchanger 530, and then enters the first electronic expansion valve 581 for throttling, and after throttling, the refrigerant directly enters the indoor heat exchanger 540, and the indoor heat exchanger 540 releases heat to the vehicle cabin, so that the purpose of refrigerating the vehicle cabin is achieved; the other path enters the second heat exchanger 900 to exchange heat with the cooling liquid in the first cooling liquid circulation loop 100 after being throttled by the second electronic expansion valve 582, so as to achieve the purpose of cooling the battery 2000.

By providing the four-way valve 640, the structure of the thermal management system 1000 can be further simplified while achieving the two functions of cooling in summer and heating in winter by using one set of air conditioning system.

In summary, the present application adopts the control valve assembly 600, so that the refrigerant circulation loop 500 can realize both forward and reverse flow states in the case that the structures of the compressor 590, the outdoor heat exchanger 530 and the indoor heat exchanger 540 are unchanged, thereby enabling the air conditioning structure to satisfy both functions of cooling and heating.

In some embodiments of the present application, as shown in connection with fig. 1 and 8, the thermal management system 1000 further includes a second coolant circulation loop 700, the second coolant circulation loop 700 being used to regulate the temperature of the electronic components 4000 of the vehicle. Here, the vehicle includes the electronic component 4000, and the temperature of the electronic component 4000 is adjusted by setting the second coolant circulation circuit 700, so that the temperature of the electronic component 4000 can be maintained in a proper range, thereby improving the use safety of the electronic component 4000, ensuring the working performance of the electronic component 4000, and prolonging the service life of the electronic component 4000.

That is, the thermal management system 1000 of the present application not only can recover the waste heat of the engine 3000 to heat the engine 3000, the cabin and the battery 2000, but also can utilize the refrigerant circulation loop 500 to cool or heat the cabin and the battery 2000, and can also utilize the second coolant circulation loop 700 to adjust the temperature of the electronic component 4000, so that the thermal management system 1000 has rich functions and improves the user experience.

In some examples, as shown in fig. 8, the second cooling fluid circulation circuit 700 includes a heat preservation branch 710 and a cooling branch 720, where the heat preservation branch 710 is used for preserving heat of the electronic component 4000 when the temperature of the electronic component 4000 is suitable, and the cooling branch 720 is used for cooling the electronic component 4000 when the temperature of the electronic component 4000 is higher, so as to ensure the working performance of the electronic component 4000 and prolong the service life of the electronic component 4000.

In some examples, the second coolant circulation loop 700 includes a switching valve 730, a second water pump 740, and a fifth temperature sensor 750, the switching valve 730 for controlling the second coolant circulation loop 700 to switch between the first Wen Zhilu and the cooling branch 720, the second water pump 740 for driving the flow of coolant within the second coolant circulation loop 700, and the fifth temperature sensor 750 for detecting the temperature of the electronic component 4000.

In a specific example, when the fifth temperature sensor 750 detects that the temperature of the electronic component 4000 is suitable, the switching valve 730 controls the coolant in the second coolant circulation loop 700 to flow between the second water pump 740, the electronic component 4000 and the heat-preserving branch 710, so as to preserve heat of the electronic component 4000 by using the coolant; when the fifth temperature sensor 750 detects that the temperature of the electronic component 4000 is high, the switching valve 730 controls the coolant in the second coolant circulation loop 700 to flow between the second water pump 740, the electronic component 4000 and the cooling branch 720, so as to cool the electronic component 4000 by using the coolant, so that the temperature of the electronic component 4000 can be maintained within a proper range.

Optionally, the cooling liquid in the second cooling liquid circulation loop 700 may be cooling water or cooling oil, so when the electronic component 4000 is formed as a motor, the motor may be flexibly switched between oil-cooled motor or water-cooled motor schemes, and the method is applicable to different commercial vehicles and variants thereof, and has a wider application range.

Alternatively, the switching valve 730 may be a three-way control valve, which may control the switching of the second coolant circulation circuit 700 between the first and second branches Wen Zhilu, 720.

Optionally, as shown in fig. 8, the cooling branch 720 is provided with a cooler 721, and the cooler 721 is used for cooling the cooling liquid flowing through the cooling branch 720, so as to achieve the purpose of cooling the electronic component 4000 by using the cooling branch 720.

In some examples, as shown in fig. 8, the second cooling liquid circulation loop 700 further includes a third fan 722, the third fan 722 faces the cooler 721, and the third fan 722 is operated to blow heat on the cooler 721 to the environment, so as to achieve the purpose of cooling the cooling liquid, and increase the cooling speed.

In a specific example, the third fan 722 is an electronic fan, so that the operation performance of the third fan 722 is ensured, and the use cost of the third fan 722 can be reduced.

It should be noted that, as shown in fig. 1, 8 and 9, the second coolant circulation loop 700 of the present application is independently cooled and circulated, and the cooler 721 of the second coolant circulation loop 700 is disposed at a side of the vehicle and spaced from the outdoor heat exchanger 530 and the radiator 821, so as to enhance the cooling effect of the cooler 721, while not affecting the heat exchanging effect of the outdoor heat exchanger 530 and the radiator 821.

In some examples, the second coolant circulation loop 700 further includes a second expansion tank 761, a third degassing branch 760 is formed between the second expansion tank 761 and the cooler 721, and when the coolant in the second coolant circulation loop 700 circulates through the cooler 721, the gas in the coolant rises into the second expansion tank 761 for degassing, so as to ensure the performance of the coolant.

Optionally, a second pressure valve (not shown in the figure) is disposed on the second expansion tank 761, and when the pressure of the gas in the second expansion tank 761 exceeds 1.1bar, the second pressure valve is opened to discharge the gas into the atmosphere, so as to ensure the working performance and the use safety of the second expansion tank 761.

Optionally, the second expansion tank 761 is further provided with two air inlet valves (not shown in the figure), and when the flow of the cooling liquid in the second cooling liquid circulation loop 700 is stopped, the temperature of the cooling liquid is reduced, and the pressure of the air in the second expansion tank 761 is reduced, the second air inlet valves are opened to enable the external air to enter the second expansion tank 761, so that the internal pressure and the external pressure of the second expansion tank 761 are balanced, and the compensation function is achieved.

That is, the second coolant circulation circuit 700 of the present application can realize the heat preservation and heat dissipation functions of the electronic component 4000 by the cooperation of the switching valve 730, the second water pump 740 and the cooler 721.

In summary, the thermal management system 1000 of the present application can achieve fast warm-up, heat energy distribution, overheat control, etc. of the engine 3000, and significantly improve fuel consumption reduction and carbon emission control of the whole vehicle.

A vehicle of an embodiment of the application is described below.

A vehicle according to an embodiment of the present application includes: thermal management system 1000.

The thermal management system 1000 is the thermal management system 1000 described above, and the specific structure of the thermal management system 1000 is not described herein.

As can be seen from the above structure, the vehicle according to the embodiment of the present application, by adopting the thermal management system 1000, can effectively ensure the working performance of the vehicle, and improve the comfort and the endurance mileage of the vehicle.

The vehicle of the present application may be a pure electric vehicle or a hybrid vehicle.

The following description figures describe various embodiments of a thermal management system 1000 for a vehicle of the present application.

Example 1

A first mode of operation of the thermal management system 1000 of the vehicle is primarily when the vehicle is operating at a start-up in a room temperature environment, where room temperature environment is: the ambient temperature T is less than or equal to 10 ℃ and less than or equal to 25 ℃.

As shown in fig. 10, the third heat exchange circuit 213 of the heat recovery circuit 200 is controlled to be turned on by the three-way valve 300, and at this time, the circulating water in the heat recovery circuit 200 circulates between the driving pump 220, the engine 3000, and the thermostat 240 to heat the engine 3000 by the circulating water.

As shown in fig. 10, the first pump body 110 in the first coolant circulation circuit 100 is activated to drive the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110 and the battery 2000, and as the battery 2000 operates, the coolant temperature gradually increases to keep the battery 2000 warm with the coolant.

As shown in fig. 10, the second water pump 740 in the second cooling liquid circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the heat preservation branch 710, at this time, the second water pump 740 is started to drive the cooling liquid in the second cooling liquid circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the heat preservation branch 710, and as the electronic component 4000 works, the temperature of the cooling liquid in the second cooling liquid circulation circuit 700 is gradually increased so as to preserve heat of the electronic component 4000 by using the cooling liquid.

That is, when the vehicle is started in a normal temperature environment, the engine 3000 is warmed up mainly by the waste heat recovery circuit 200 of the thermal management system 1000, the battery 2000 is warmed up by the first coolant circulation circuit 100 of the thermal management system 1000, and the electronic components 4000 are warmed up by the second coolant circulation circuit 700 of the thermal management system 1000.

Example 2

A second mode of operation of the thermal management system 1000 of the vehicle, which is primarily when the vehicle is operating at start-up in a low temperature environment, where low temperature environment refers to: the ambient temperature T is less than or equal to 15 ℃ below zero and less than 10 ℃.

As shown in fig. 11, the third heat exchange circuit 213 of the heat recovery circuit 200 is controlled to be turned on by the three-way valve 300, and at this time, the circulating water in the heat recovery circuit 200 circulates between the driving pump 220, the engine 3000, and the thermostat 240 to heat the engine 3000 by the circulating water.

As shown in fig. 11, the first pump body 110 and the heater 130 in the first coolant circulation circuit 100 are activated to drive the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110, the heater 130 and the battery 2000, and at this time, the heater 130 heats the coolant to heat the battery 2000 with the coolant, so that the temperature of the battery 2000 is raised with the coolant; wherein the heater 130 is turned off after heating is continued for one minute.

As shown in fig. 11, the compressor 590, the first on-off valve 620, the first electronic expansion valve 581, and the three-way valve 610 are activated to control the exhaust port of the compressor 590 to communicate with the indoor heat exchanger 540 in the refrigerant circulation circuit 500, and at this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate among the compressor 590, the three-way valve 610, the indoor heat exchanger 540, the first electronic expansion valve 581, the outdoor heat exchanger 530, and the first on-off valve 620, so as to increase the temperature in the cabin by using the refrigerant, thereby achieving the purpose of heating the cabin.

The method comprises the following steps: the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature high-pressure refrigerant through the compressor 590, the high-temperature high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590 and enters the cabin heat exchanger 540 through the three-way valve 610, the cabin heat exchanger 540 directly releases heat into the cabin, and the heat is blown into the cabin by the first fan 550, so that the purpose of heating the cabin is achieved; the refrigerant after heat release is throttled by the first electronic expansion valve 581 and then becomes low-temperature low-pressure refrigerant, and enters the outdoor heat exchanger 530 to absorb environmental heat, and finally returns to the compressor 590 through the first switching valve 620, thereby completing the heating cycle.

As shown in fig. 11, the second water pump 740 in the second coolant circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the heat preservation branch 710, at this time, the second water pump 740 is started to drive the coolant in the second coolant circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the heat preservation branch 710, and as the electronic component 4000 operates, the temperature of the coolant in the second coolant circulation circuit 700 is gradually increased to preserve heat of the electronic component 4000 by the coolant.

That is, when the vehicle is started in a low temperature environment, the engine 3000 is warmed up mainly by the waste heat recovery circuit 200 of the thermal management system 1000, the battery 2000 is warmed up by the first coolant circulation circuit 100 of the thermal management system 1000, the cabin is warmed up by the refrigerant circulation circuit 500 of the thermal management system 1000, and the electronic components 4000 are warmed up by the second coolant circulation circuit 700 of the thermal management system 1000.

Example 3

A third mode of operation of the thermal management system 1000 of the vehicle, which is primarily when the vehicle is operating at start-up in a very low temperature environment, where the very low temperature environment is: the ambient temperature T is < -15 ℃.

As shown in fig. 12, the compressor 590, the first switching valve 620, the first electronic expansion valve 581, the second electronic expansion valve 582, and the discharge port communication cabin heat exchanger 540 of the compressor 590 are activated in the refrigerant circulation circuit 500, and the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the cabin heat exchanger 540, the first electronic expansion valve 581, the cabin heat exchanger 530, and the first switching valve 620, and to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the second electronic expansion valve 582, the cabin heat exchanger 530, and the first switching valve 620; meanwhile, the first pump body 110 in the first cooling liquid circulation loop 100 is started, the first pump body 110 drives cooling liquid in the first cooling liquid circulation loop 100 to circulate among the first pump body 110, the second heat exchanger 900 and the battery 2000, so that the temperature in the vehicle cabin and the temperature of the battery 2000 are increased by using the refrigerant, the purpose of heating the vehicle cabin is achieved, and meanwhile, the purpose of heating the battery 2000 is achieved.

The method comprises the following steps: the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature high-pressure refrigerant through the compressor 590, the high-temperature high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590, one path of the refrigerant led out from the three-way valve 610 enters the in-cabin heat exchanger 540, the in-cabin heat exchanger 540 directly releases heat into the vehicle cabin, and the heat is blown into the vehicle cabin by the first fan 550, so that the purpose of heating the vehicle cabin is achieved; the other path of the refrigerant enters the second heat exchanger 900, the second heat exchanger 900 is used for realizing heat exchange between the refrigerant and the cooling liquid, the refrigerant in the refrigerant circulation loop 500 is used for increasing the temperature of the cooling liquid, so that the battery 2000 can be heated when the warmed cooling liquid flows through the battery 2000, in addition, the two paths of the refrigerant enter the outdoor heat exchanger 530 through the first electronic expansion valve 581 and the second electronic expansion valve 582 respectively, the second fan 822 operates, the refrigerant releases heat to the environment, the refrigerant after heat release returns to the compressor 590 through the first switch valve 620, circulation is completed, and the purpose of heating the vehicle cabin and the battery 2000 by the refrigerant is achieved.

In the process of circulating the cooling liquid, the heater 130 is also used for heating the cooling liquid, so as to directly heat the battery 2000 by using the heater 130, thereby achieving the purpose of heating the battery 2000 by using the cooling liquid, and the heater 130 is turned off after heating for one minute.

It should be further noted that, because the refrigerant heats the cabin and the battery 2000 at the same time in the operation mode, in order to ensure the operation performance of the battery 2000, in the process of operating the thermal management system 1000, the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582 may be adjusted to preferentially ensure the heating requirement of the battery 2000, so as to ensure the normal power output.

As shown in fig. 12, the third heat exchange circuit 213 of the heat recovery circuit 200 is controlled to be turned on by the three-way valve 300, and at this time, the circulating water in the heat recovery circuit 200 circulates between the driving pump 220, the engine 3000, and the thermostat 240 to heat the engine 3000 by the circulating water.

As shown in fig. 12, the second water pump 740 in the second cooling liquid circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the heat preservation branch 710, at this time, the second water pump 740 is started to drive the cooling liquid in the second cooling liquid circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the heat preservation branch 710, and as the electronic component 4000 works, the temperature of the cooling liquid in the second cooling liquid circulation circuit 700 is gradually increased so as to preserve heat of the electronic component 4000 by using the cooling liquid.

That is, when the vehicle is started in an extremely low temperature environment, the engine 3000 is warmed up mainly by the waste heat recovery circuit 200 of the thermal management system 1000, the battery 2000 is warmed up by the first coolant circulation circuit 100 of the thermal management system 1000, the cabin and the battery 2000 are warmed up simultaneously by the refrigerant circulation circuit 500 of the thermal management system 1000, and the electronic components 4000 are warmed up by the second coolant circulation circuit 700 of the thermal management system 1000.

Example 4

A fourth operating mode of the thermal management system 1000 of the vehicle is turned on, which is mainly turned on when the vehicle is operated in a normal temperature environment.

Although the vehicle is operated in a normal temperature environment, after the vehicle is operated for a long period of time, the temperatures of the battery 2000, the engine 3000, and the electronic component 4000 are raised.

When the temperature of the battery 2000 is >38 ℃, as shown in fig. 13, the compressor 590, the second switching valve 630, the second electronic expansion valve 582 in the refrigerant circulation circuit 500 are started and the discharge port of the compressor 590 is controlled to communicate with the outdoor heat exchanger 530 through the three-way valve 610, and at this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate among the compressor 590, the three-way valve 610, the outdoor heat exchanger 530, the second electronic expansion valve 582 and the second switching valve 630; at the same time, the first pump body 110 in the first coolant circulation circuit 100 is started, and the first pump body 110 drives the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110, the second heat exchanger 900, and the battery 2000.

The method comprises the following steps: the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature high-pressure refrigerant through the compressor 590, the high-temperature high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590, and enters the outdoor heat exchanger 530 through the three-way valve 610, at this time, the second fan 822 operates, after the refrigerant releases heat to the environment, one path of the refrigerant is throttled through the second electronic expansion valve 582 and enters the second heat exchanger 900, at this time, the first pump body 110 drives the cooling liquid in the first cooling liquid circulation loop 100 to also enter the second heat exchanger 900, the refrigerant with lower temperature exchanges heat with the cooling liquid through the second heat exchanger 900, so as to reduce the temperature of the cooling liquid in the first cooling liquid circulation loop 100, when the cooled cooling liquid flows through the battery 2000, the cooled battery 2000 can be cooled, in addition, the refrigerant after heat exchange returns to the compressor 590 through the second switching valve 630, the circulation is completed, and the purpose of cooling the battery 2000 by the refrigerant is cooled.

When the temperature of the electronic component 4000 is >50 ℃, as shown in fig. 13, the second water pump 740 in the second coolant circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the cooling branch 720, at this time, the second water pump 740 is started to drive the coolant in the second coolant circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the cooler 721, and when the coolant flows through the cooler 721, the cooler 721 exchanges heat with the coolant to reduce the temperature of the coolant, so that the temperature of the electronic component 4000 is reduced by the coolant, and at the same time, the third degassing branch 760 is opened.

When the water temperature of the engine 3000 is > 80 c, as shown in fig. 13, the thermostat 240 is controlled to switch to a large circulation to communicate with the radiator 821, at which time the circulating water circulates among the driving pump 220, the engine 3000, the thermostat 240 and the radiator 821, and when the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to reduce the temperature of the engine 3000 by using the circulating water, and simultaneously the first degassing branch 810 and the second degassing branch 820 are opened.

That is, when the vehicle is operated in a normal temperature environment, the engine 3000 is cooled mainly by the thermal management system 1000, the battery 2000 is cooled by the refrigerant circulation circuit 500 of the thermal management system 1000, and the electronic components 4000 are cooled by the second coolant circulation circuit 700 of the thermal management system 1000.

Example 5

A fifth mode of operation of the thermal management system 1000 of the vehicle is enabled, which is primarily when the vehicle is operating in a high temperature environment, where high temperature environment refers to: the ambient temperature T is more than 25 ℃.

As shown in fig. 14, the compressor 590, the second switching valve 630, the first electronic expansion valve 581, the second electronic expansion valve 582, and the discharge port of the compressor 590 controlled by the three-way valve 610 are activated to communicate with the outdoor heat exchanger 530 in the refrigerant circulation circuit 500, and at this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the outdoor heat exchanger 530, the first electronic expansion valve 581, and the second switching valve 630, and to drive the refrigerant to circulate between the compressor 590, the three-way valve 610, the outdoor heat exchanger 530, the second electronic expansion valve 582, and the second switching valve 630; meanwhile, the first pump body 110 in the first cooling liquid circulation loop 100 is started, and the first pump body 110 drives the cooling liquid in the first cooling liquid circulation loop 100 to circulate among the first pump body 110, the second heat exchanger 900 and the battery 2000, so that the temperature in the vehicle cabin and the temperature of the battery 2000 are reduced by using the refrigerant, the purpose of refrigerating the vehicle cabin is achieved, and meanwhile, the purpose of cooling the battery 2000 is achieved.

The method comprises the following steps: the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature high-pressure refrigerant through the compressor 590, the high-temperature high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590 and enters the outdoor heat exchanger 530 through the three-way valve 610, at this time, the second fan 822 operates, the refrigerant releases heat to the environment, one path of the released refrigerant enters the first electronic expansion valve 581 to throttle, and then directly enters the cabin heat exchanger 540, the cabin heat exchanger 540 releases heat to the cabin, and the heat is blown into the cabin by the first fan 550, so that the purpose of refrigerating the cabin is achieved; the other path of the refrigerant after heat release enters the second electronic expansion valve 582 to throttle, the refrigerant enters the second heat exchanger 900 after being throttled, at the moment, the first pump body 110 drives the cooling liquid in the first cooling liquid circulation loop 100 to also enter the second heat exchanger 900, the refrigerant with lower temperature exchanges heat with the cooling liquid through the second heat exchanger 900 so as to reduce the temperature of the cooling liquid in the first cooling liquid circulation loop 100, and therefore when the cooled cooling liquid flows through the battery 2000, the cooling of the battery 2000 can be realized, in addition, the two paths of the refrigerant return to the compressor 590 through the second switch valve 630, the circulation is completed, and the purpose of cooling the cabin and the battery 2000 by the refrigerant is achieved.

It should be noted that, because the refrigerant in the working mode cools the cabin and the battery 2000 at the same time, in order to ensure the working performance of the battery 2000, in the process of operating the thermal management system 1000, the cooling requirement of the battery 2000 may be preferentially ensured by adjusting the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582, so as to ensure the normal power output.

As shown in fig. 14, the second water pump 740 in the second coolant circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the cooling branch 720, at this time, the second water pump 740 is started to drive the coolant in the second coolant circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000, the switching valve 730 and the cooler 721, and when the coolant flows through the cooler 721, the cooler 721 exchanges heat with the coolant to reduce the temperature of the coolant, so that the temperature of the electronic component 4000 is reduced by the coolant, and at the same time, the third degassing branch 760 is opened.

As shown in fig. 14, the thermostat 240 is controlled to switch to a large circulation so that the thermostat 240 communicates with the radiator 821, at which time circulating water circulates among the driving pump 220, the engine 3000, the thermostat 240, and the radiator 821, and when the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to reduce the temperature of the engine 3000 by the circulating water, and simultaneously the first degassing branch 810 and the second degassing branch 820 are opened.

That is, when the vehicle is operated in a high temperature environment, the engine 3000 is cooled mainly by the thermal management system 1000, the cabin and the battery 2000 are cooled simultaneously by the refrigerant circulation circuit 500 of the thermal management system 1000, and the electronic components 4000 are cooled by the second coolant circulation circuit 700 of the thermal management system 1000.

Example 6

A sixth mode of operation of the thermal management system 1000 of the vehicle is enabled, which is primarily when the vehicle is operating in a low temperature environment.

As shown in fig. 15, the second heat exchange circuit 212 of the waste heat recovery circuit 200 is controlled to be conducted by the three-way valve 300, at this time, circulating water in the waste heat recovery circuit 200 circulates among the driving pump 220, the engine 3000, the warm air core 214, the second channel 320 of the three-way valve 300, and the second heat exchanger 900, and at the same time, the first pump body 110 in the first coolant circulation circuit 100 is started, and the first pump body 110 drives the coolant in the first coolant circulation circuit 100 to circulate among the first pump body 110, the second heat exchanger 900, and the battery 2000, so as to heat the cabin and the battery 2000 by using the waste heat of the engine 3000.

The method comprises the following steps: the driving pump 220 is started to drive the circulating water after heat exchange with the engine 3000 to enter the warm air core 214, the warm air core 214 directly releases heat into the cabin, and the heat is blown into the cabin by the first fan 550, so that the purpose of heating the cabin is achieved, then the circulating water enters the second heat exchanger 900 through the second channel 320 of the three-channel valve 300, at the moment, the first pump body 110 drives the cooling liquid in the first cooling liquid circulation loop 100 to also enter the second heat exchanger 900, the circulating water and the cooling liquid with higher temperature exchange heat through the second heat exchanger 900, so that the temperature of the cooling liquid in the first cooling liquid circulation loop 100 is increased, and in addition, when the warmed cooling liquid flows through the battery 2000, the temperature of the battery 2000 can be raised, and the circulating water led out through the second heat exchanger 900 returns to the engine 3000 through the driving pump 220, so that the circulation is completed, and the purpose of warming the cabin and the battery 2000 by the waste heat of the engine 3000 is achieved.

When the temperature of the battery 2000 is higher than 28 ℃, the first heat exchange circuit 211 of the waste heat recovery circuit 200 is controlled to be conducted by the three-way valve 300, and at this time, circulating water in the waste heat recovery circuit 200 circulates among the driving pump 220, the engine 3000, the warm air core 214 and the first channel 310 of the three-way valve 300, so as to heat the cabin by using the waste heat of the engine 3000; meanwhile, the first pump body 110 in the first coolant circulation loop 100 is activated to drive the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110 and the battery 2000, so as to insulate the battery 2000 from the coolant.

Meanwhile, as shown in fig. 15, the thermostat 240 is controlled to switch to a large circulation so that the thermostat 240 communicates with the radiator 821, at this time, circulating water circulates among the driving pump 220, the engine 3000, the thermostat 240 and the radiator 821, and when the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to reduce the temperature of the engine 3000 by using the circulating water, and the first degassing branch 810 and the second degassing branch 820 are opened.

As shown in fig. 15, the second water pump 740 in the second cooling liquid circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the heat preservation branch 710, at this time, the second water pump 740 is started to drive the cooling liquid in the second cooling liquid circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the heat preservation branch 710, and as the electronic component 4000 works, the temperature of the cooling liquid in the second cooling liquid circulation circuit 700 is gradually increased so as to preserve heat of the electronic component 4000 by using the cooling liquid.

That is, when the vehicle is operated in a low temperature environment, the waste heat recovery circuit 200 of the thermal management system 1000 is mainly used to heat the cabin and the battery 2000, the thermal management system 1000 is used to cool the engine 3000, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to insulate the electronic components 4000.

Example 7

A seventh mode of operation of the thermal management system 1000 of the vehicle is enabled, which is primarily when the vehicle is suddenly stopped due to a fault or when the vehicle is suddenly stopped in a high temperature environment.

As shown in fig. 16, the second fan 822 is started, and the second fan 822 operates to suck air and blow the air to the engine 3000, so as to achieve the purpose of cooling the engine 3000.

As shown in fig. 16, the first pump body 110 in the first coolant circulation circuit 100 is activated to drive the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110 and the battery 2000, at which time the residual heat in the battery 2000 can be continuously brought into the first coolant circulation circuit 100, preventing the temperature of the battery 2000 from rising.

As shown in fig. 16, the second water pump 740 in the second coolant circulation circuit 700 is started and the switching valve 730 is controlled to communicate with the heat preservation branch 710, at this time, the second water pump 740 is started to drive the coolant in the second coolant circulation circuit 700 to circulate among the second water pump 740, the electronic component 4000 and the heat preservation branch 710, at this time, the waste heat in the electronic component 4000 can be continuously carried into the second coolant circulation circuit 700, and the temperature of the electronic component 4000 is prevented from rising. At the same time, the cooler 721 is replenished with a second expansion tank 761.

That is, when the vehicle is suddenly stopped due to a fault or in a high temperature environment, the engine 3000 is cooled mainly by the second fan 822 of the thermal management system 1000, the battery 2000 is cooled by the first coolant circulation circuit 100 of the thermal management system 1000, and the electronic components 4000 are cooled by the second coolant circulation circuit 700 of the thermal management system 1000.

In summary, the thermal management system 1000 of the present application can satisfy all the working modes from high temperature environment to extremely cold condition, not only can cope with seasonal variation, but also can adjust corresponding to the load variation of the working condition of the whole vehicle, so that the circulating water temperature is balanced under the optimal temperature condition, thus reducing the power consumption, and improving the stability and accuracy of the emission control of the engine 3000.

That is, the present application can cope with different temperature conditions and various working condition loads, is suitable for the cooling system balance temperature control of the whole vehicle actual road working condition change, and reduces the total power consumption of the thermal management system 1000 to the minimum through real-time control, and optimizes the energy utilization.

The thermal management system 1000 of the vehicle and other components of the vehicle according to embodiments of the application are known to those of ordinary skill in the art and will not be described in detail herein.

In the description herein, reference to the term "embodiment," "example," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

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

Claims

1. A thermal management system for a vehicle, the vehicle including a cabin, a battery, and an engine, the thermal management system comprising:

a first coolant circulation circuit for adjusting a temperature of the battery;

the waste heat recovery loop is in heat exchange with the engine and comprises a plurality of heat exchange loops, and the heat exchange loops are used for respectively adjusting the temperature of the engine, the temperature in the cabin and the temperature of the cooling liquid in the first cooling liquid circulation loop;

The three-channel valve is used for controlling the on or off of channels in the three-channel valve so as to realize the control of the waste heat recovery loop to switch among a plurality of heat exchange loops by using the three-channel valve.

2. The thermal management system of a vehicle of claim 1, wherein the plurality of heat exchange circuits includes a first heat exchange circuit for adjusting a temperature within the cabin, a second heat exchange circuit for adjusting a temperature within the cabin and in heat exchange with the first coolant circulation circuit, and a third heat exchange circuit for adjusting a temperature of the engine;

the three-way valve is connected in series with the first heat exchange loop and the second heat exchange loop at the same time so as to control the conduction of the first heat exchange loop, the conduction of the second heat exchange loop or the cut-off flow of the first heat exchange loop and the second heat exchange loop;

when the first heat exchange loop and the second heat exchange loop are cut off, the third heat exchange loop is conducted.

3. The thermal management system of a vehicle of claim 2, wherein the three-way valve includes a first passage, a second passage, and a third passage, the first passage being in series with the first heat exchange circuit to control the first heat exchange circuit to conduct, the second passage being in series with the second heat exchange circuit to control the second heat exchange circuit to conduct, an outlet of the third passage being located within the three-way valve to control the first heat exchange circuit and the second heat exchange circuit to close off.

4. The thermal management system of a vehicle of claim 1, further comprising a refrigerant circulation loop for raising and lowering a temperature within the cabin, the refrigerant circulation loop in heat exchange relationship with the first coolant circulation loop.

5. The thermal management system of a vehicle of claim 4, further comprising a control valve assembly;

the refrigerant circulation circuit has a first mode in which the refrigerant circulation circuit is for raising the temperature inside the cabin, and a second mode; in the second mode, the refrigerant circulation circuit is configured to reduce a temperature within the cabin, and the control valve assembly is configured to control the refrigerant circulation circuit to switch between the first mode and the second mode.

6. The thermal management system of a vehicle of claim 5, wherein the refrigerant cycle circuit includes a first refrigerant cycle circuit, a second refrigerant cycle circuit, and a compressor, the control valve assembly includes a three-way valve, a first on-off valve, and a second on-off valve, the three-way valve having a first state in which a discharge port of the compressor communicates with the first refrigerant cycle circuit, the first on-off valve is closed, the second on-off valve is opened to connect the compressor in series with the first refrigerant cycle circuit, the refrigerant cycle circuit is switched to the first mode; in the second state, the discharge port of the compressor communicates with the second refrigerant circulation circuit, the first switching valve is opened, and the second switching valve is closed to connect the compressor in series with the second refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the second mode.

7. The thermal management system of a vehicle of claim 6, the first and second on-off valves cooperating to open one when the other is closed.

8. The thermal management system of a vehicle of claim 5, wherein the refrigerant circulation loop comprises a compressor, the control valve assembly being a four-way valve connected to an air inlet of the compressor, an air outlet of the compressor, a first end of the refrigerant circulation loop, and a second end of the refrigerant circulation loop, respectively;

wherein the four-way valve has a third state in which the exhaust port communicates with the first end of the refrigerant circulation circuit and the second end of the refrigerant circulation circuit communicates with the intake port, and a fourth state in which the refrigerant circulation circuit is switched to the first mode; in the fourth state, the exhaust port communicates with the second end of the refrigerant circulation circuit and the first end of the refrigerant circulation circuit communicates with the intake port, the refrigerant circulation circuit switching to the second mode.

9. The thermal management system of a vehicle of claim 1, further comprising a second coolant circulation loop for adjusting a temperature of an electronic component of the vehicle.

10. A vehicle characterized by comprising a thermal management system according to any of claims 1-9.