CN221162101U - Thermal management system of vehicle and vehicle - Google Patents

Abstract

The utility model discloses a thermal management system for a vehicle and a vehicle, wherein the vehicle includes a seat, and the thermal management system includes: an air conditioning subsystem, wherein the air conditioning subsystem includes a compressor and a first heat exchange branch, wherein the first heat exchange branch is respectively connected to the exhaust port and the air inlet of the compressor, and the first heat exchange branch is used to adjust the temperature of the vehicle cabin; and a second heat exchange branch, wherein the second heat exchange branch is used to adjust the temperature of the seat, and the second heat exchange branch is respectively connected to the exhaust port and the air inlet. Thus, by making the compressor communicate with the first heat exchange branch and the second heat exchange branch respectively, the refrigerant discharged by the compressor can adjust the temperature of the vehicle cabin through the first heat exchange branch, and can adjust the temperature of the seat through the second heat exchange branch, so that the second heat exchange branch and the air conditioning subsystem are linked, and the utilization rate of the refrigerant can be improved, and there is no need to set up additional heat exchange components on the seat, which effectively simplifies the structure of the vehicle, reduces the production cost of the vehicle, and can improve the user experience.

Description

Thermal management system of vehicle and vehicle

Technical Field

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

Background technique

In order to ensure the comfort of the passenger compartment of electric vehicles during driving and charging, the safety of electrical equipment such as batteries and motors and electronic controls, and operation within a reasonable efficiency range, it is necessary to comprehensively manage the cold and heat of the passenger compartment, external environment, batteries, motors and electronic controls, and other available cold and heat sources in the refrigeration system at the vehicle level. Electric vehicle thermal management systems have been widely studied and applied.

In the related art, seats are generally provided with electric heating elements to heat the seats, which results in a complex structure of the vehicle and high production costs.

Utility Model Content

The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a thermal management system for a vehicle, which can adjust the temperature of a vehicle cabin and a seat, and has a simple structure.

A thermal management system for a vehicle, the vehicle including seats, the thermal management system comprising: an air-conditioning subsystem, the air-conditioning subsystem comprising a compressor and a first heat exchange branch, the first heat exchange branch being respectively connected to an exhaust port and an air inlet of the compressor, the first heat exchange branch being used to adjust a vehicle cabin temperature; a second heat exchange branch, the second heat exchange branch being used to adjust a temperature of the seat, the second heat exchange branch being respectively connected to the exhaust port and the air inlet.

According to the thermal management system of the present invention, by connecting the compressor to the first heat exchange branch and the second heat exchange branch respectively, the refrigerant discharged by the compressor can adjust the temperature of the vehicle cabin through the first heat exchange branch, and can adjust the temperature of the seat through the second heat exchange branch, thereby realizing the linkage between the second heat exchange branch and the air-conditioning subsystem, improving the functionality of the air-conditioning subsystem, and improving the utilization rate of the refrigerant. There is no need to additionally set up heat exchange components on the seats, which effectively simplifies the structure of the vehicle, reduces the production cost of the vehicle, and can meet the user's usage needs and improve the user's usage experience.

According to some embodiments of the present invention, the second heat exchange branch and the first heat exchange branch are connected in parallel.

According to some embodiments of the utility model, the thermal management system also includes a fire extinguishing branch, which is connected to the exhaust port, and is provided with a refrigerant outlet for transporting refrigerant outward, and is provided with a control valve for controlling its on and off, and is suitable for extinguishing a battery fire.

According to some embodiments of the present utility model, the thermal management system further includes a liquid storage tank, which is disposed between the exhaust port and the fire extinguishing branch, and is configured to store refrigerant and output gaseous refrigerant.

According to some embodiments of the present utility model, the thermal management system further includes a first heat exchanger for exchanging heat with the external environment, wherein a first end of the first heat exchanger is connected to the exhaust port, and a second end of the first heat exchanger is connected to the fire extinguishing branch.

According to some embodiments of the present invention, the control valve is an electronic expansion valve.

According to some embodiments of the present utility model, the thermal management system further includes a third heat exchange branch, the third heat exchange branch is respectively connected to the exhaust port and the air inlet, and the third heat exchange branch is used for heat exchange with the battery.

According to some embodiments of the utility model, the thermal management system also includes a fire extinguishing branch, which is connected to the exhaust port, and the fire extinguishing branch is provided with a refrigerant outlet for transporting refrigerant outward, and the fire extinguishing branch is connected to the second end of the third heat exchange branch, and the refrigerant outlet is arranged opposite to the battery.

According to some embodiments of the present invention, the first heat exchange branches are multiple and arranged in parallel.

According to some embodiments of the present utility model, the thermal management system also includes: a switching valve, a first interface of the switching valve is connected to the exhaust port, a second interface of the switching valve is connected to the air inlet, and a first end of the first heat exchange branch is connected to a third interface of the switching valve; a first heat exchanger for exchanging heat with the external environment, a first end of the first heat exchanger is connected to a fourth interface of the switching valve, and a second end of the first heat exchanger is connected to a second end of the first heat exchange branch.

According to some embodiments of the present invention, the first end of the second heat exchange branch is connected to the third interface, and the second end of the second heat exchange branch is connected to the first heat exchanger.

According to some embodiments of the present utility model, the first heat exchange branch includes: a first throttling element and a cabin heat exchanger, the first end of the first throttling element is arranged in series with the first end of the cabin heat exchanger, the second end of the first throttling element is connected to the first heat exchanger, and the cabin heat exchanger is connected to the third interface.

According to some embodiments of the present utility model, the second heat exchange branch includes: a second throttling element and a seat heat exchanger, the first end of the second throttling element is arranged in series with the first end of the seat heat exchanger, the second end of the second throttling element is connected to the first heat exchanger, and the seat heat exchanger is connected to the third interface.

Another object of the present invention is to provide a vehicle.

A vehicle comprises: a seat; and a thermal management system, wherein the thermal management system is the thermal management system of the above-mentioned vehicle, and the second heat exchange branch is arranged at the seat to adjust the temperature of the seat.

The vehicle has the same advantages as the thermal management system described above, which will not be elaborated here.

According to some embodiments of the present invention, the second heat exchange branch is disposed inside the seat to adjust the temperature of the seat.

According to some embodiments of the present invention, the vehicle further includes an electric heating element, and the electric heating element is disposed on the seat.

Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and/or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

FIG1 is a schematic structural diagram of a thermal management system according to an embodiment of the present utility model;

FIG2 is a second structural schematic diagram of a thermal management system according to an embodiment of the present utility model;

FIG3 is a simplified structural diagram of a thermal management system according to an embodiment of the present utility model;

FIG. 4 is a second schematic structural diagram of the thermal management system according to an embodiment of the present utility model.

Reference numerals:

Thermal management system 100, external heat exchange flow path 101, first solenoid valve 1011,

Refrigeration liquid outlet flow path 102, second solenoid valve 1021, third solenoid valve 1022,

Heating liquid inlet flow path 103, fourth solenoid valve 1031,

Heating liquid outlet flow path 104, second heat exchanger 105, refrigerant flow path 1051, coolant flow path 1052, one-way valve 106, third temperature sensor 107, second temperature and pressure sensor 108, third temperature and pressure sensor 109, compressor 111, gas-liquid separator 1111,

The first heat exchange branch 112, the first throttling element 1121, the cabin heat exchanger 1122, the box assembly 113,

The second heat exchange branch 120, the second throttling element 121, the seat heat exchanger 122, the first variable-diameter throttle valve 123, the first temperature and pressure sensor 124, the seat blower 125,

Fire extinguishing branch 130, refrigerant outlet 131, control valve 132,

Liquid storage tank 140, first heat exchanger 150,

The third heat exchange branch 160, the battery cold plate 161, the third throttling element 162, the second variable-diameter throttle valve 163, the first temperature sensor 164, the first pressure sensor 165, the second temperature sensor 166,

The switching valve 170, the first interface 171, the second interface 172, the third interface 173, the fourth interface 174, the regenerator 180, the first refrigerant flow path 181, the second refrigerant flow path 182,

Electrical equipment heat exchange module 190, blower 191, electrical radiator 192, drive pump 193, power assembly 194,

The first switching module 195, the first valve port 1, the second valve port 2, the third valve port 3,

The second switching module 196, the first outlet a, the second outlet b, the third outlet c,

Solenoid valve P,

Battery 300, fire extinguishing branch control button 400.

Detailed ways

The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

A thermal management system 100 for a vehicle according to an embodiment of the present invention will be described below with reference to FIGS. 1 to 4 .

In combination with Figures 1 and 4, according to the thermal management system 100 of a vehicle of the utility model, the vehicle includes seats, and the thermal management system 100 includes: an air-conditioning subsystem and a second heat exchange branch 120, the air-conditioning subsystem includes a compressor 111 and a first heat exchange branch 112, the first heat exchange branch 112 is respectively connected to the exhaust port and the air inlet of the compressor 111, the first heat exchange branch 112 is used to adjust the cabin temperature, the second heat exchange branch 120 is used to adjust the temperature of the seats, and the second heat exchange branch 120 is respectively connected to the exhaust port and the air inlet.

Specifically, the first heat exchange branch 112 is connected to the compressor 111. The refrigerant discharged from the compressor 111 can flow from the exhaust port to the first heat exchange branch 112. The refrigerant flowing into the first heat exchange branch 112 can exchange heat with the vehicle cabin to adjust the temperature in the cabin. The refrigerant after heat exchange with the vehicle cabin flows back to the compressor 111 through the air inlet for the next heat exchange cycle.

The second heat exchange branch 120 is connected to the compressor 111. The refrigerant discharged from the compressor 111 can flow from the exhaust port to the second heat exchange branch 120. The refrigerant flowing into the second heat exchange branch 120 can exchange heat with the seat to adjust the temperature of the seat. The refrigerant after heat exchange with the seat flows back to the compressor 111 through the air inlet for the next heat exchange cycle.

Among them, the refrigerant discharged from the compressor 111 can flow to the first heat exchange branch 112 and the second heat exchange branch 120 at the same time to simultaneously exchange heat for the vehicle cabin and the seats, so that the thermal management system 100 can adjust the temperature of the vehicle cabin and the seats at the same time to improve the user's experience; the refrigerant discharged from the compressor 111 can selectively flow to the first heat exchange branch 112 or the second heat exchange branch 120 to selectively exchange heat for the vehicle cabin or the seats. Users can make a choice based on actual usage needs, which is conducive to meeting user needs, improving user experience, and saving energy consumption of the thermal management system 100.

In the related art, the thermal management system is unable to adjust the seat temperature of the vehicle, and the seat needs to be additionally provided with a heat exchange component to adjust the seat temperature, which results in a complex vehicle structure and high production cost.

The present application connects the second heat exchange branch 120 with the compressor 111 so that the second heat exchange branch 120 can be linked with the air-conditioning subsystem. The refrigerant of the compressor 111 can flow into the second heat exchange branch 120 to adjust the temperature of the seat, which can effectively improve the utilization rate of the refrigerant and the functionality of the air-conditioning subsystem. There is no need to set additional heat exchange components on the seats, which effectively simplifies the structure of the vehicle and reduces the production cost of the vehicle.

According to the thermal management system 100 of the present invention, by connecting the compressor 111 to the first heat exchange branch 112 and the second heat exchange branch 120 respectively, the refrigerant discharged from the compressor 111 can adjust the temperature of the vehicle cabin through the first heat exchange branch 112, and can adjust the temperature of the seat through the second heat exchange branch 120, thereby realizing the linkage between the second heat exchange branch 120 and the air-conditioning subsystem, improving the functionality of the air-conditioning subsystem, and improving the utilization rate of the refrigerant. There is no need to additionally set heat exchange components on the seats, which effectively simplifies the structure of the vehicle, reduces the production cost of the vehicle, and can meet the user's usage needs and improve the user's usage experience.

In combination with FIG. 1 , FIG. 2 and FIG. 4 , in some embodiments of the present invention, the second heat exchange branch 120 and the first heat exchange branch 112 are connected in parallel.

Specifically, the first heat exchange branch 112 is connected in parallel with the second heat exchange branch 120, and the refrigerant discharged from the compressor 111 can selectively flow into the first heat exchange branch 112 and the second heat exchange branch 120. For example, the refrigerant discharged from the compressor 111 can flow into the first heat exchange branch 112 alone to adjust the temperature of the vehicle cabin alone; the refrigerant discharged from the compressor 111 can flow into the second heat exchange branch 120 alone to adjust the temperature of the seat alone; the refrigerant discharged from the compressor 111 can flow into the first heat exchange branch 112 and the second heat exchange branch 120 at the same time to adjust the temperature of the vehicle cabin and the seat at the same time, thereby improving the functionality of the thermal management system 100. Users can make a choice based on actual usage requirements to meet different usage requirements of users, improve the user experience, and save energy consumption of the thermal management system 100.

In conjunction with Figures 1 to 4, in some embodiments of the present invention, a cabin heat exchanger 1122 is provided on the first heat exchange branch 112, and the refrigerant discharged from the exhaust port flows into the cabin heat exchanger 1122 on the first heat exchange branch 112. The refrigerant exchanges heat with the cabin through the cabin heat exchanger 1122 to achieve temperature regulation of the cabin.

1 , the vehicle is provided with an HVAC box assembly 113, which includes an HVAC box and an HVAC blower, wherein a cabin heat exchanger 1122 is arranged in the HVAC box, and the HVAC blower can drive the air flow in the cabin, and the air flow exchanges heat with the refrigerant. The air flow after heat exchange flows into the cabin through the air duct and air outlet of the air conditioner to adjust the cabin temperature. The air flow is driven by the HVAC blower, which is beneficial to improving the efficiency of heat exchange between the air in the cabin and the cabin heat exchanger 1122, thereby improving the efficiency of adjusting the cabin temperature.

It should be noted that HVAC (Heating Ventilation and Air Conditioning) refers to the air conditioning system.

In combination with Figures 1, 2 and 4, in some embodiments of the present invention, a seat heat exchanger 122 is provided on the second heat exchange branch 120. The seat heat exchanger 122 can be set in the seat, and the refrigerant discharged from the exhaust port flows into the seat heat exchanger 122 on the second heat exchange branch 120.

It should be noted that the seats include: a main driver's seat, a front passenger seat, a middle row seat and a rear row seat. The thermal management system 100 can adjust the temperature of the main driver's seat, the front passenger seat, the middle row seat and the rear row seat individually or simultaneously through the second heat exchange branch 120 to meet the user's usage needs.

In combination with Figures 1 and 2, in some embodiments of the present utility model, the thermal management system 100 also includes a fire extinguishing branch 130, which is connected to the exhaust port. The fire extinguishing branch 130 is provided with a refrigerant outlet 131 for transporting refrigerant to the outside. The fire extinguishing branch 130 is provided with a control valve 132 for controlling its on and off. The fire extinguishing branch 130 is suitable for extinguishing a battery fire.

Specifically, when the vehicle is on fire, the control valve 132 is opened, and the refrigerant can be configured as CO2 refrigerant, and the CO2 refrigerant can flow into the fire extinguishing branch 130 through the exhaust port, and the CO2 refrigerant flowing into the fire extinguishing branch 130 can be ejected through the refrigerant outlet 131, and the CO2 refrigerant can isolate the burning objects from the outside air to play the role of isolating oxygen, thereby achieving a fire extinguishing effect, improving the functionality of the thermal management system 100, and reducing the risk of spontaneous combustion of the vehicle or explosion after an accident, thereby improving the safety of the vehicle. Among them, the refrigerant outlet 131 can be configured as a nozzle.

It can be understood that, in combination with Figures 1 and 2, the refrigerant outlet 131 of the fire extinguishing branch 130 can be set at any position on the vehicle where there is a risk of fire and which may cause greater harm to the user after the fire. For example, a plurality of fire extinguishing branches 130 can be provided, and the plurality of refrigerant outlets 131 are respectively arranged corresponding to the battery 300 or the passenger compartment of the vehicle. The fire extinguishing branch 130 can extinguish the fire of the battery 300 or the passenger compartment of the vehicle, further reducing the risk of vehicle fire, improving the safety of the vehicle, and ensuring the safety of life and property of users.

In conjunction with FIG. 1 and FIG. 2 , in some embodiments of the present invention, the vehicle includes a battery 300 , and the fire extinguishing branch circuit 130 is disposed in the battery 300 to be suitable for extinguishing a fire in the battery 300 .

Specifically, the fire extinguishing branch 130 can be arranged in the shell of the battery 300, and the refrigerant outlet 131 can be arranged to extend out of the shell, and the refrigerant outlet 131 can be opposite to the upper surface of the battery 300 (i.e., the surface of the side of the battery 300 away from the wheel in the Z direction of the vehicle). When the battery 300 reaches the ignition temperature, the control valve 132 opens, and the refrigerant in the compressor 111 flows into the fire extinguishing branch 130 and then sprays out through the refrigerant outlet 131 to isolate the air near the battery 300 and isolate oxygen, thereby achieving the fire extinguishing function. Of course, it can be understood that the refrigerant outlet 131 of the fire extinguishing branch 130 can also be set at any position where a fire can be extinguished, such as the side of the battery 300, and can be set according to actual conditions.

In some embodiments of the utility model, the vehicle includes a controller, which can identify the temperature of the battery 300. When the temperature of the battery 300 reaches the ignition temperature, the controller controls the control valve 132 to open, and the refrigerant in the compressor 111 flows into the fire extinguishing branch 130 and is ejected through the refrigerant outlet 131, thereby realizing the automatic fire extinguishing function.

In addition, in combination with Figures 3 and 4, a fire extinguishing branch control button 400 can be provided on the vehicle's PAD (Passenger AirBag) or steering wheel. When a user finds a fire, he can turn on the fire extinguishing branch control button 400 to open the fire extinguishing branch 130. The refrigerant of the compressor 111 flows into the fire extinguishing branch 130 and is sprayed out through the refrigerant outlet 131, thereby realizing a manual fire extinguishing function.

It should be noted that when the fire range is small, a portion of the refrigerant in the thermal management system 100 can be sprayed out to completely extinguish the fire, and the remaining refrigerant can continue to participate in heat exchange in the thermal management system 100.

In conjunction with FIG. 1 and FIG. 2 , in some embodiments of the present invention, the thermal management system 100 further includes a liquid storage tank 140 , which is disposed between the exhaust port and the fire extinguishing branch 130 , and is configured to store refrigerant and output gaseous refrigerant.

Specifically, the liquid storage tank 140 can store refrigerant, and the liquid storage tank 140 is an intelligent liquid storage tank. The liquid storage tank 140 can release refrigerant according to the refrigerant usage demand of the thermal management system 100. When the amount of refrigerant required for heat exchange by the thermal management system 100 is small, the liquid storage tank 140 can store excess refrigerant. When the amount of refrigerant required for heat exchange by the thermal management system 100 is large, the refrigerant is released to ensure the heat exchange performance of the thermal management system 100. At the same time, it can be ensured that the thermal management system 100 can provide sufficient refrigerant when the vehicle needs to extinguish a fire, thereby ensuring the fire extinguishing effect. For example, a heating element can be set in the liquid storage tank 140. When the stored refrigerant needs to be released, the heating element is turned on to heat the refrigerant so that the refrigerant is vaporized, and the gaseous refrigerant is discharged from the outlet of the liquid storage tank 140 to participate in the circulation. Of course, the refrigerant release method of the liquid storage tank 140 is not limited to this. For example, an extraction pump can also be set.

In combination with Figures 1 to 4, in some embodiments of the present invention, the thermal management system 100 also includes a first heat exchanger 150 for exchanging heat with the external environment, the first end of the first heat exchanger 150 is connected to the exhaust port, and the second end of the first heat exchanger 150 is connected to the fire extinguishing branch 130.

Specifically, the first heat exchanger 150 is arranged between the exhaust port and the fire extinguishing branch 130. The high-temperature and high-pressure refrigerant discharged from the compressor 111 first flows into the first heat exchanger 150. The first heat exchanger 150 can exchange heat with the external environment to achieve the purpose of condensing and dissipating the refrigerant, thereby reducing the temperature of the refrigerant. The refrigerant sprayed from the refrigerant outlet 131 can cool down the high-temperature point or the ignition point while extinguishing the fire, so as to suppress the fire or control the spread of the fire.

At the same time, the refrigerant pressure after heat exchange with the first heat exchanger 150 is reduced to avoid the battery 300 from exploding or the items in the cabin from being damaged due to excessive refrigerant pressure during fire extinguishing, thereby ensuring the safety of the thermal management system 100 during fire extinguishing.

In some embodiments of the present invention, the control valve 132 is an electronic expansion valve.

Specifically, the electronic expansion valve can throttle and reduce the pressure of the refrigerant to further reduce the pressure of the refrigerant to prevent the battery 300 from exploding or items in the cabin from being damaged during fire extinguishing due to excessive refrigerant pressure. At the same time, the temperature of the refrigerant can be further reduced so that the refrigerant can cool down high-temperature points or ignition points while extinguishing the fire, thereby preventing the temperature from further rising and catching fire, or preventing the temperature from continuing to rise and causing an explosion if combustion has already occurred.

In conjunction with FIG. 1 and FIG. 2 , in some embodiments of the present invention, a plurality of first heat exchange branches 112 are arranged in parallel.

Specifically, a plurality of first heat exchange branches 112 are provided, and each of the plurality of first heat exchange branches 112 is used to adjust the temperature in the vehicle cabin, thereby achieving efficient adjustment of the temperature in the vehicle cabin, meeting higher demands of users, and solving the problem of low temperature adjustment efficiency in the vehicle cabin in extremely high or low temperature environments, thereby improving the user's experience.

Among them, multiple first heat exchange branches 112 are arranged in parallel, and a first throttling element 1121 is provided at one end of each first heat exchange branch 112 connected to the exhaust port. The first throttling element 1121 can control the opening and closing of the first heat exchange branch 112 where it is located, so as to realize the individual operation of each first heat exchange branch 112 or the simultaneous operation of multiple first heat exchange branches 112. The user can control the number of the working first heat exchange branches 112 according to actual needs, thereby controlling the adjustment efficiency of the cabin temperature to meet the different usage requirements of the user.

It should be noted that the number of first heat exchange branches 112 may be two, three or four, etc. The specific number of first heat exchange branches 112 may be determined based on the heat exchange efficiency of the first heat exchange branch 112 and the actual operating conditions of the thermal management system 100, and is not specifically limited here.

Optionally, when there are multiple first heat exchange branches 112, one HVAC box for placing the cabin heat exchanger 1122 can be provided, and the multiple cabin heat exchangers 1122 can be arranged in one HVAC box; two HVAC boxes for placing the cabin heat exchanger 1122 can also be provided, and the two HVAC boxes can be arranged in the front cabin and the rear cabin, respectively. Accordingly, the multiple cabin heat exchangers 1122 are respectively arranged in the front cabin and the rear cabin to respectively adjust the temperature of the front cabin and the rear cabin, thereby improving the heat exchange efficiency of the cabin.

In conjunction with Figures 1 to 3, in some embodiments of the present invention, the thermal management system 100 also includes a third heat exchange branch 160, which is respectively connected to the exhaust port and the air inlet, and the third heat exchange branch 160 is used for heat exchange with the battery 300.

Specifically, the third heat exchange branch 160 is connected to the exhaust port, and the third heat exchange branch 160 is provided with a battery cold plate 161. The refrigerant discharged from the exhaust port can flow into the battery cold plate 161. The refrigerant can exchange heat with the battery 300 through the battery cold plate 161, so that the thermal management system 100 can adjust the temperature of the battery 300, improve the functionality of the thermal management system 100, and at the same time ensure the charging and discharging performance and safety of the battery 300.

In combination with Figures 1 to 4, in some embodiments of the present invention, the third heat exchange branch 160 is connected in parallel with the first heat exchange branch 112 and the second heat exchange branch 120, and the refrigerant discharged from the compressor 111 can selectively flow into the first heat exchange branch 112, the second heat exchange branch 120 or the third heat exchange branch 160, so as to selectively heat the vehicle cabin, the seat or the battery 300 separately, or to heat at least two of the vehicle cabin, the seat or the battery 300 at the same time, so that the thermal management system 100 can have a plurality of heat exchange modes, and the user can select the corresponding heat exchange mode according to different usage requirements to meet the user's usage requirements.

Among them, one battery cold plate 161 can be provided, and one battery cold plate 161 is located on the upper surface of the battery 300, and the refrigerant outlet 131 can also be located above the battery 300; two battery cold plates 161 can be provided, and the two battery cold plates 161 are respectively arranged on two surfaces of the battery 300 in the Z direction (i.e., the upper surface and the lower surface of the battery cold plate 161) to improve the heat exchange efficiency of the battery 300.

In combination with Figures 1, 3 and 4, in some embodiments of the present utility model, the thermal management system 100 also includes: a switching valve 170, the switching valve 170 is provided with a first interface 171, a second interface 172, a third interface 173 and a fourth interface 174, the first interface 171 is connected to the exhaust port, the second interface 172 is connected to the air inlet, and the first end of the first heat exchange branch 112 is connected to the third interface 173; a first heat exchanger 150 for exchanging heat with the external environment, the first end of the first heat exchanger 150 is connected to the fourth interface 174, and the second end of the first heat exchanger 150 is connected to the second end of the first heat exchange branch 112; the switching valve 170 is actuated to switch the thermal management system 100 between the cooling mode and the heating mode.

Specifically, the switching valve 170 is constructed as a four-way valve, wherein the first interface 171 can be selectively connected to the third interface 173 or the fourth interface 174, and the second interface 172 can be selectively connected to the third interface 173 or the fourth interface 174. When the first interface 171 is connected to the third interface 173, the second interface 172 is connected to the fourth interface 174; when the first interface 171 is connected to the fourth interface 174, the second interface 172 is connected to the third interface 173.

Furthermore, when the first interface 171 is connected to the fourth interface 174, the first interface 171 is simultaneously connected to the exhaust port, and the fourth interface 174 is simultaneously connected to the first end of the first heat exchanger 150, and the high-temperature and high-pressure refrigerant discharged from the compressor 111 flows into the first heat exchanger 150 through the first interface 171 and the fourth interface 174 and exchanges heat with the external environment, so that the high-temperature and high-pressure refrigerant is converted into a medium-temperature and high-pressure state.

Furthermore, the second end of the first heat exchanger 150 is connected in series with the second end of the first heat exchange branch 112, and the end of the first heat exchange branch 112 connected to the first heat exchanger 150 is provided with a first throttling element 1121, and the first throttling element 1121 can selectively open and close the first heat exchange branch 112. When the first throttling element 1121 is turned on, the refrigerant can flow from the first heat exchanger 150 into the first heat exchange branch 112, and the first throttling element 1121 can play a role in throttling and reducing the pressure of the refrigerant to convert the medium-temperature and high-pressure refrigerant into a low-temperature and low-pressure state. The low-temperature and low-pressure refrigerant can flow into the cabin heat exchanger 1122 to exchange heat with the cabin to reduce the temperature in the cabin and realize the cabin cooling mode of the thermal management system 100. At this time, the cabin heat exchanger 1122 acts as an evaporator to absorb heat from the cabin.

In this heat exchange mode, the first end of the first heat exchange branch 112 is connected to the third interface 173, and the third interface 173 is connected to the second interface 172. The refrigerant flowing out of the first heat exchange branch 112 can flow back to the compressor 111 through the second interface 172 for the next heat exchange cycle.

Furthermore, the first interface 171 can be connected to the third interface 173, the second interface 172 can be connected to the fourth interface 174, and the third interface 173 is also connected to the first end of the first heat exchange branch 112. The high-temperature and high-pressure refrigerant discharged from the compressor 111 can flow into the cabin heat exchanger 1122 through the first heat exchange branch 112 to exchange heat with the cabin to increase the temperature in the cabin and realize the cabin heating mode of the thermal management system 100. At this time, the cabin heat exchanger 1122 acts as a condenser to release heat to the cabin.

In this mode, the second end of the first heat exchange branch 112 is connected to the fourth interface 174, and the refrigerant after heat exchange flows from the second end of the first heat exchange branch 112 to the switching valve 170, and flows back to the compressor 111 through the fourth interface 174 and the second interface 172 to perform the next heat exchange cycle.

It can be understood that the heat exchange state of the thermal management system 100 can be adjusted by adjusting the connectivity state of the switching valve 170 interface, so that the thermal management system 100 can be switched between the cabin cooling mode and the cabin heating mode; optionally, referring to Figure 2, the switching valve 170 can be replaced by four solenoid valves P.

In some embodiments of the present invention, a first end of the second heat exchange branch 120 is connected to the third interface 173 , and a second end of the second heat exchange branch 120 is connected to the first heat exchanger 150 .

Specifically, the first interface 171 can be connected to the third interface 173, and the second interface 172 can be connected to the fourth interface 174. The third interface 173 is also connected to the first end of the second heat exchange branch 120. The high-temperature and high-pressure refrigerant discharged by the compressor 111 can flow into the seat heat exchanger 122 in the second heat exchange branch 120 through the first interface 171 and the third interface 173 to exchange heat with the seat, increase the temperature of the seat, and realize the seat heating mode of the thermal management system 100.

In this mode, the second end of the second heat exchange branch 120 is connected to the fourth interface 174, and the refrigerant after heat exchange with the seat flows from the second end of the second heat exchange branch 120 into the fourth interface 174, and flows back to the compressor 111 through the second interface 172 for the next heat exchange cycle.

Furthermore, the first interface 171 can be connected to the fourth interface 174, and the second interface 172 can be connected to the third interface 173. The fourth interface 174 is also connected to the first end of the first heat exchanger 150, and the second end of the first heat exchanger 150 is connected to the second end of the second heat exchange branch 120. The second end of the second heat exchange branch 120 is provided with a second throttling element 121. The second throttling element 121 can selectively open the second heat exchange branch 120. When the second throttling element 121 is opened, the refrigerant after heat exchange with the first heat exchanger 150 can flow into the second heat exchange branch 120, and the second throttling element 121 can play a role in throttling and reducing the pressure of the refrigerant, so that the refrigerant is converted to a low temperature and low pressure state. The low temperature and low pressure refrigerant flows into the seat heat exchanger 122 and exchanges heat with the seat to reduce the temperature of the seat, thereby realizing the seat cooling mode of the thermal management system 100.

In this mode, the first end of the second heat exchange branch 120 is connected to the third interface 173, and the refrigerant after heat exchange with the seat flows to the third interface 173 through the first end of the second heat exchange branch 120, and flows back to the compressor 111 through the second interface 172 for the next heat exchange cycle.

It is understandable that the heat exchange state of the thermal management system 100 can be adjusted by adjusting the connectivity state of the switching valve 170 interface, so that the thermal management system 100 can be switched between the seat cooling mode and the seat heating mode.

As shown in Figure 1, in some embodiments of the present invention, the first heat exchange branch 112 includes: a first throttling element 1121 and a cabin heat exchanger 1122, the first end of the first throttling element 1121 is arranged in series with the first end of the cabin heat exchanger 1122, the second end of the first throttling element 1121 is connected to the first heat exchanger, and the cabin heat exchanger 1122 is connected to the third interface 173.

Specifically, the third interface 173 can be connected to the first interface 171, at this time the first throttling element 1121 is connected to the fourth interface 174, the fourth interface 174 can be connected to the second interface 172, the thermal management system 100 is in the cabin heating mode, the high-temperature and high-pressure refrigerant discharged by the compressor 111 can flow into the cabin heat exchanger 1122 and exchange heat with the cabin, and the refrigerant after heat exchange flows through the first throttling element 1121, the fourth interface 174 and the second interface 172 in turn and then flows back to the compressor 111.

When the first throttling element 1121 is connected to the first heat exchanger 150, the first interface 171 is connected to the fourth interface 174, the second interface 172 is connected to the third interface 173, and the cabin heat exchanger 1122 is connected to the third interface 173. At this time, the high-temperature and high-pressure refrigerant discharged from the compressor first flows through the first heat exchanger 150 and dissipates heat outward through the first heat exchanger 150, and then the refrigerant flows to the first throttling element 1121. The first throttling element 1121 can throttle and reduce the pressure of the refrigerant to reduce the temperature of the refrigerant, and then the refrigerant flows to the cabin heat exchanger 1122 and exchanges heat with the cabin to reduce the temperature of the cabin, thereby realizing the cabin cooling mode of the thermal management system 100.

Referring to Figure 1, in some embodiments of the present invention, the second heat exchanger branch 120 includes: a second throttling element 121 and a seat heat exchanger 122, the first end of the second throttling element 121 is arranged in series with the first end of the seat heat exchanger 122, the second end of the second throttling element 121 is connected to the first heat exchanger 150, and the seat heat exchanger 122 is connected to the third interface.

Specifically, the third interface 173 can be connected to the first interface 171, at this time the second throttling element 121 is connected to the fourth interface 174, the fourth interface 174 can be connected to the second interface 172, the thermal management system 100 is in the seat heating mode, the high-temperature and high-pressure refrigerant discharged by the compressor 111 can flow into the seat heat exchanger 122 and exchange heat with the seat, and the refrigerant after heat exchange flows through the second throttling element 121, the fourth interface 174 and the second interface 172 in turn and then flows back to the compressor 111.

When the second throttling element 121 is connected to the first heat exchanger 150, the first interface 171 is connected to the fourth interface 174, the second interface 172 is connected to the third interface 173, and the seat heat exchanger 122 is connected to the third interface 173. At this time, the high-temperature and high-pressure refrigerant discharged by the compressor first flows through the first heat exchanger 150 and dissipates heat outward through the first heat exchanger 150, and then the refrigerant flows to the second throttling element 121. The second throttling element 121 can throttle and reduce the pressure of the refrigerant to reduce the temperature of the refrigerant, and then the refrigerant flows to the seat heat exchanger 122 and exchanges heat with the seat to reduce the temperature of the seat, thereby realizing the seat cooling mode of the thermal management system 100.

In some embodiments of the present invention, a first end of the third heat exchange branch 160 is connected to the third interface 173 , and a second end of the third heat exchange branch 160 is connected to the first heat exchanger 150 .

Specifically, the first interface 171 can be connected to the third interface 173, and the second interface 172 can be connected to the fourth interface 174. The third interface 173 is also connected to the first end of the third heat exchange branch 160. The high-temperature and high-pressure refrigerant discharged by the compressor 111 can flow into the battery cold plate 161 of the third heat exchange branch 160 through the first interface 171 and the third interface 173 to exchange heat with the battery 300, thereby increasing the temperature of the battery 300 and realizing the battery heating mode of the thermal management system 100.

In this mode, the second end of the third heat exchange branch 160 is connected to the fourth interface 174, and the refrigerant after heat exchange with the battery 300 flows from the second end of the third heat exchange branch 160 into the fourth interface 174, and flows back to the compressor 111 through the second interface 172 for the next heat exchange cycle.

Furthermore, the first interface 171 can be connected to the fourth interface 174, and the second interface 172 is connected to the third interface 173. The fourth interface 174 is also connected to the first end of the first heat exchanger 150, and the second end of the first heat exchanger 150 is connected to the second end of the third heat exchange branch 160. The second end of the third heat exchange branch 160 is provided with a third throttling element 162, and the third throttling element 162 can selectively open the third heat exchange branch 160. When the third throttling element 162 is opened, the refrigerant after heat exchange with the first heat exchanger 150 can flow into the third heat exchange branch 160, and the third throttling element 162 can play a role in throttling and reducing the pressure of the refrigerant, so that the refrigerant is converted to a low temperature and low pressure state. The low temperature and low pressure refrigerant flows into the battery cold plate 161 and exchanges heat with the battery 300 to reduce the temperature of the battery 300, thereby realizing the battery cooling mode of the thermal management system 100.

In this mode, the first end of the third heat exchange branch 160 is connected to the third interface 173, and the refrigerant after heat exchange with the battery 300 flows to the third interface 173 through the first end of the third heat exchange branch 160, and flows back to the compressor 111 through the second interface 172 for the next heat exchange cycle.

In addition, a second temperature sensor 166 is arranged between the third throttling element 162 and the battery cold plate 161. The second temperature sensor 166 can detect the temperature of the refrigerant flowing into the battery cold plate 161 in the cooling mode, and the second sensor can feedback the detected temperature signal, which is conducive to accurately controlling the temperature of the refrigerant entering the battery cold plate 161, ensuring that the refrigerant can meet the heat exchange requirements of the battery 300.

It is understandable that the heat exchange state of the thermal management system 100 can be adjusted by adjusting the connectivity state of the switching valve 170 interface, so that the thermal management system 100 can be switched between the battery cooling mode and the battery heating mode.

Among them, the first throttling element 1121, the second throttling element 121 and the third throttling element 162 are all constructed as bidirectional electronic expansion valves, and since the first heat exchange branch 112, the second heat exchange branch 120 and the third heat exchange branch 160 are arranged in parallel, the thermal management system 100 can control the heat exchange of the cabin, seats and batteries 300 by respectively controlling the opening and closing states of the first throttling element 1121, the second throttling element 121 and the third throttling element 162, so as to heat the cabin, seats and batteries 300 separately, or heat at least two of the cabin, seats and batteries 300 at the same time, which is conducive to meeting the user's usage needs.

It should be noted that the first end of the first heat exchanger 150 is connected to the fourth interface 174, and the second end of the first heat exchanger 150 can be connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160. When the thermal management system 100 is in the cooling mode, the high-temperature and high-pressure refrigerant discharged by the compressor 111 first passes through the first heat exchanger 150 to exchange heat with the external environment. At this time, the first heat exchanger 150 acts as a condenser to reduce the temperature of the refrigerant; when the thermal management system 100 is in the heating mode, the refrigerant after heat exchange with the cabin, seat or battery 300 can flow to the first heat exchanger 150 and exchange heat with the external environment through the first heat exchanger 150. At this time, the first heat exchanger 150 acts as an evaporator so that the refrigerant can absorb heat from the external environment, thereby increasing the temperature of the refrigerant flowing back to the compressor 111.

As shown in Figure 1, in a further embodiment of the utility model, the thermal management system also includes a fire extinguishing branch 130, the fire extinguishing branch 130 is connected to the exhaust port, the fire extinguishing branch 130 is provided with a refrigerant outlet 131 for transporting refrigerant to the outside, the fire extinguishing branch 130 is connected to the second end of the third heat exchange branch 160, and the refrigerant outlet 131 is arranged opposite to the battery.

Specifically, the fire extinguishing branch 130 is arranged on the third heat exchange branch 160, and the fire extinguishing branch 130 is arranged at one end of the third throttling element 162 connected to the first heat exchanger 150 (that is, the second end of the third heat exchange branch 160), and the fire extinguishing branch 130 is arranged in parallel with the battery cold plate 161, so that the thermal management system 100 can control the fire extinguishing branch 130 separately. When it is necessary to extinguish the battery 300, the refrigerant is sprayed out from the refrigerant outlet 131, and the refrigerant outlet 131 is arranged opposite to the battery 300, so as to realize the precise fire extinguishing of the battery 300 by the refrigerant.

In addition, setting the fire extinguishing branch 130 at the end where the third throttling element 162 is connected to the first heat exchanger 150 can ensure the temperature of the refrigerant flowing into the fire extinguishing branch 130. It can be understood that when the thermal management system 100 is in the battery 300 cooling mode, the refrigerant first flows through the first heat exchanger 150 to exchange heat with the external environment, which can reduce the temperature of the refrigerant flowing into the fire extinguishing branch 130, and avoid the refrigerant temperature sprayed out of the refrigerant outlet 131 being too high to aggravate the fire or cause the battery 300 to burn; when the thermal management system 100 is in the battery 300 heating mode, the refrigerant first flows through the battery cold plate 161 and exchanges heat with the battery 300, which can reduce the temperature of the refrigerant flowing into the fire extinguishing branch 130, and avoid the refrigerant temperature sprayed out of the refrigerant outlet 131 being too high to aggravate the fire or cause the battery 300 to burn.

In combination with Figures 1 and 2, in some embodiments of the present invention, the thermal management system 100 also includes: a first variable-diameter throttle valve 123 and a first temperature and pressure sensor 124. The first variable-diameter throttle valve 123 is arranged at the first end of the second heat exchange branch 120, and the first temperature and pressure sensor 124 is arranged between the first variable-diameter throttle valve 123 and the seat heat exchanger 122. The first variable-diameter throttle valve 123 can play a role in throttling and reducing the pressure of the refrigerant. The first variable-diameter throttle valve 123 can adjust the temperature and pressure of the refrigerant entering the seat heat exchanger 122 according to the temperature requirement of the seat, so that in the heating mode, the temperature adjustment requirement of the seat is different from the temperature adjustment requirement of the battery 300 and the cabin, and the temperature of the refrigerant entering the seat heat exchanger 122 can be further adjusted, which is beneficial to improving the user experience.

Among them, the first temperature and pressure sensor 124 can detect the temperature and pressure of the refrigerant flowing into the seat heat exchanger 122, and the first temperature and pressure sensor 124 can feed back the detected temperature and pressure signal, which is conducive to achieving accurate control of the temperature and pressure of the refrigerant.

Optionally, the first temperature and pressure sensor 124 may also be replaced by a temperature sensor and a pressure sensor arranged in series.

In conjunction with FIG. 1 and FIG. 2 , in some embodiments of the present invention, the thermal management system 100 further includes a second variable-diameter throttle valve 163 , a first temperature sensor 164 , and a first pressure sensor 165 .

Specifically, the second variable-diameter throttle valve 163 is arranged at the first end of the third heat exchange branch 160, and the first temperature sensor 164 and the first pressure sensor 165 are arranged between the second variable-diameter throttle valve 163 and the battery cold plate 161. The second variable-diameter throttle valve 163 can play a role in throttling and reducing the pressure of the refrigerant, so that in the cooling mode, the temperature regulation requirement of the battery 300 is different from the temperature regulation requirement of the seat and the cabin, and the temperature of the refrigerant entering the battery cold plate 161 is further adjusted, which is beneficial to ensure the charging and discharging performance and safety of the battery 300.

Among them, the first temperature sensor 164 and the first pressure sensor 165 can detect the temperature and pressure of the refrigerant flowing into the battery cold plate 161, and the first temperature sensor 164 and the first pressure sensor 165 can feed back the detected temperature and pressure signals, which is conducive to achieving precise control of the temperature and pressure of the refrigerant.

Optionally, the first temperature sensor 164 and the first pressure sensor 165 may also be replaced by one temperature and pressure sensor.

In conjunction with Figures 1 to 4, in some embodiments of the present invention, the thermal management system 100 also includes a regenerator 180, and the regenerator 180 is provided with a first refrigerant flow path 181 and a second refrigerant flow path 182, and the refrigerants in the first refrigerant flow path 181 and the second refrigerant flow path 182 can exchange heat.

Specifically, one end of the first refrigerant flow path 181 is connected to the second end of the first heat exchanger 150, and the other end of the first refrigerant flow path 181 is connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160. When the thermal management system 100 is in the cooling mode, the first interface 171 is connected to the fourth interface 174, and the third interface 173 is connected to the second interface 172. The refrigerant discharged from the compressor 111 can flow into the first heat exchanger 150 to exchange heat with the external environment. The refrigerant after heat exchange flows into the first refrigerant flow path 181, and selectively flows into the first heat exchange branch 112, the second heat exchange branch 120 or the third heat exchange branch 160.

Furthermore, one end of the second refrigerant flow path 182 is connected to the first end of the first heat exchange branch 112, the first end of the second heat exchange branch 120, and the first end of the third heat exchange branch 160, and the refrigerant after heat exchange with the cabin, the seat or the battery cold plate 161 flows into the second refrigerant flow path 182, and the refrigerant in the first refrigerant flow path 181 can exchange heat with the refrigerant in the second refrigerant flow path 182. The other end of the second refrigerant flow path 182 is connected to the third interface 173, and the refrigerant flows back to the compressor 111 through the third interface 173 and the second interface 172 in sequence.

Among them, the refrigerant in the first refrigerant flow path 181 and the refrigerant in the second refrigerant flow path 182 can exchange heat with each other, so that the refrigerant entering the compressor 111 can become superheated steam, reducing harmful overheating and preventing the compressor 111 from producing liquid hammer. At the same time, the liquid refrigerant entering the first heat exchange branch 112, the second heat exchange branch 120 or the third heat exchange branch 160 can be supercooled to reduce throttling losses.

1 and 2 , in some embodiments of the present invention, a thermal management system 100 includes a refrigeration liquid outlet flow path 102 .

Specifically, the liquid outlet end of the refrigeration liquid outlet flow path 102 is connected to the third interface 173, and the liquid inlet end of the refrigeration liquid outlet flow path 102 is connected to the first end of the first heat exchange branch 112, the first end of the second heat exchange branch 120, and the first end of the third heat exchange branch 160. When the thermal management system 100 is in the cooling mode, in the flow direction of the refrigerant, the second solenoid valve 1021 and the third solenoid valve 1022 are connected in series in sequence on the refrigeration liquid outlet flow path 102.

The second refrigerant flow path 182 is disposed on the refrigeration liquid outlet flow path 102 (it can also be understood that the second refrigerant flow path 182 is a part of the refrigeration liquid outlet flow path 102 ), and the second refrigerant flow path 182 is connected between the second solenoid valve 1021 and the third solenoid valve 1022 .

In conjunction with FIG. 1 to FIG. 4 , in some embodiments of the present invention, the thermal management system 100 further includes a heating liquid inlet flow path 103 .

Specifically, the liquid inlet end of the heating liquid inlet flow circuit 103 is connected to the third interface 173, and the liquid outlet end of the heating liquid inlet flow circuit 103 is connected to the first end of the first heat exchange branch 112, the first end of the second heat exchange branch 120, and the first end of the third heat exchange branch 160, wherein the liquid outlet end of the heating liquid inlet flow circuit 103 and the liquid inlet end of the cooling liquid outlet flow circuit 102 can be connected to the first end of the first heat exchange branch 112, the first end of the second heat exchange branch 120, and the first end of the third heat exchange branch 160 through the same pipeline, so as to effectively simplify the pipeline layout of the thermal management system 100, improve the integration of the thermal management system 100, and reduce the production cost of the thermal management system 100.

It should be noted that a fourth solenoid valve 1031 is provided on the heating liquid inlet flow path 103. When the thermal management system 100 is in the heating mode, the fourth solenoid valve 1031 is opened, and the second solenoid valve 1021 and the third solenoid valve 1022 on the refrigeration liquid outlet flow path 102 are closed to prevent the high-temperature and high-pressure refrigerant from flowing into the refrigeration liquid outlet flow path 102 and flowing back to the compressor 111 through the refrigeration liquid outlet flow path 102, thereby ensuring that the refrigerant effectively participates in heat exchange; when the thermal management system 100 is in the cooling mode, the fourth solenoid valve 1031 is closed, and the second solenoid valve 1021 and the third solenoid valve 1022 are opened to prevent the refrigerant from flowing into the heating liquid inlet flow path 103, thereby ensuring the utilization rate of the refrigerant.

In some embodiments of the present invention, the thermal management system 100 includes an external heat exchange flow path 101 .

Specifically, when the thermal management system 100 is in the cooling mode, the liquid inlet end of the external heat exchange flow path 101 is connected to the fourth interface 174, and the liquid outlet end of the external heat exchange flow path 101 is connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160. In the flow direction of the refrigerant, the first solenoid valve 1011, the first heat exchanger 150, the liquid storage tank 140 and the third heat exchange branch 160 are sequentially arranged in series on the external heat exchange flow path 101. A refrigerant flow path 181, wherein the first refrigerant flow path 181 can also be understood as a part of the external heat exchange flow path 101, and the refrigerant discharged from the compressor 111 passes through the first interface 171, the fourth interface 174, the first solenoid valve 1011, the first heat exchanger 150, the liquid storage tank 140 and the first refrigerant flow path 181 in sequence and then flows into the first heat exchange branch 112, the second heat exchange branch 120 or the third heat exchange branch 160 to cool the cabin, seats or batteries 300.

Furthermore, when the thermal management system 100 is in the heating mode, the liquid outlet end of the external heat exchange flow path 101 can be connected to the fourth interface 174, and the liquid inlet end of the external heat exchange flow path 101 can be connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160. The high-temperature and high-pressure refrigerant discharged by the compressor 111 first flows to the first heat exchange branch 112, the second heat exchange branch 120 or the third heat exchange branch 160 for heating. The refrigerant after heat exchange with the cabin, seat or battery 300 can flow into the external heat exchange flow path 101 through the liquid inlet end of the external heat exchange flow path 101, and can absorb heat from the external environment through the first heat exchanger 150, so that the thermal management system 100 can use the heat from the external environment for heating, thereby reducing the energy consumption of the thermal management system 100.

In combination with Figures 1 and 2, in some embodiments of the present invention, the thermal management system 100 includes a heating outlet flow path 104, and a second heat exchanger 105 is arranged on the heating outlet flow path 104. The second heat exchanger 105 is provided with a refrigerant flow channel 1051 and a coolant flow channel 1052 for mutual heat exchange, one end of the refrigerant flow channel 1051 is connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160, and the other end of the refrigerant flow channel 1051 is connected to the fourth interface 174, and the refrigerant flow channel 1051 is a part of the heating outlet flow path 104. The thermal management system 100 also includes an electrical equipment heat exchange module 190, and the electrical equipment heat exchange module 190 is used for thermal management of the powertrain 194.

Specifically, the electrical equipment heat exchange module 190 includes an electrical radiator 192, a drive pump 193, a power assembly 194, a first switching module 195 and a second switching module 19, the first switching module 195 has a first valve port 1, a second valve port 2 and a third valve port 3, the second switching module 19 has a first outlet a, a second outlet b and a third outlet c, wherein the first valve port 1 is connected to one end of the coolant flow channel 1052, the second valve port 2 is connected to the first outlet a, and the third valve port 3 is connected to the first end of the power assembly 194.

The first outlet a of the second switching module 19 is connected to the other end of the coolant flow channel 1052, the second outlet b is connected to the second end of the power assembly 194, the third outlet c is connected to the first end of the electrical radiator 192, the second end of the electrical radiator 192 is connected to the second end of the power assembly 194, and the electrical equipment heat exchange module 190 is filled with coolant, which can flow through the power assembly 194 to exchange heat with the power assembly 194.

It should be noted that the first switching module 195 and the second switching module 19 can both be constructed as three-way valves, the third valve port 3 can be connected to at least one of the first valve port 1 and the second valve port 2, the first outlet a can be connected to one of the second outlet b and the third outlet c, and the second heat exchanger 105 can be a plate heat exchanger.

When the third valve port 3 is cut off from the first valve port 1 and the third valve port 3 is connected to the second valve port 2, the coolant flowing through the power assembly 194 will not enter the coolant flow channel 1052 of the second heat exchanger 105, that is, at this time, the refrigerant in the second heat exchanger 105 will not exchange heat with the coolant in the electrical equipment heat exchange module 190; when it is necessary to exchange heat between the refrigerant and the coolant, the third valve port 3 can be controlled to be connected to the first valve port 1, so that the refrigerant can enter the refrigerant flow channel 1051 in the second heat exchanger 105; when When the electrical radiator 192 is needed to dissipate heat from the coolant, the first outlet a of the second switching module 19 is connected to the third outlet c so that the coolant can flow through the electrical radiator 192. When the electrical radiator 192 is not needed to dissipate heat, the first outlet a and the second outlet b can be connected so that the coolant flowing through the second switching module 19 flows to the powertrain 194. The driving pump 193 can drive the coolant to flow so that the coolant flows through the powertrain 194 to exchange heat with the powertrain 194.

Specifically, the coolant flow channel 1052 of the second heat exchanger 105 is arranged in series between the first switching module 195 and the second switching module 19, wherein a one-way valve 106 is arranged on the heating outlet flow path 104, and the one-way valve 106 is arranged on the side where the refrigerant flow channel 1051 is connected to the second end of the first heat exchange branch 112, the second end of the second heat exchange branch 120 and the second end of the third heat exchange branch 160. When the thermal management system 100 is in the heating mode and needs to absorb the heat generated by the powertrain 194, the one-way valve 106 is opened, and the refrigerant after heat exchange with the cabin, seat or battery 300 can flow to the refrigerant flow path through the one-way valve 106, and the first outlet a of the second switching module 19 is connected to the second outlet b, so that the coolant flow channel 1052 is connected to the drive The driving pump 193 is connected to the power assembly 194, and the third valve port 3 of the first switching module 195 is connected to the first valve port 1, so that the power assembly 194 can be connected to the coolant channel 1052. The coolant circulates between the power assembly 194, the first switching module 195, the coolant channel 1052, the second switching module 19 and the driving pump 193 to absorb the heat generated by the power assembly 194, and the coolant after absorbing heat flows into the coolant channel 1052 to exchange heat with the refrigerant in the refrigerant channel 1051, so that the refrigerant can absorb the heat of the power assembly 194, reduce the temperature of the power assembly 194, and use the heat of the power assembly 194 to increase its own temperature, which is beneficial to reduce the energy consumption of the compressor 111 and achieve energy saving.

When the first switching module 195 switches to the third valve port 3 and is connected to the second valve port 2, and the second switching module 19 switches to the first outlet a and is connected to the third outlet c, the electrical radiator 192 is connected to the power assembly 194, and the driving pump 193 is turned on. The driving pump 193 drives the coolant to circulate in the loop formed by the power assembly 194 and the electrical radiator 192. The coolant can exchange heat with the external environment through the electrical radiator 192 to reduce the temperature of the coolant. The cooled coolant flows to the power assembly 194 and exchanges heat with the power assembly 194 to reduce the temperature of the power assembly 194 and prevent the power assembly 194 from being overheated and causing a malfunction.

In addition, a blower 191 may be provided at the electrical radiator 192 , and the blower 191 may improve the efficiency of heat exchange between the coolant and the external environment, thereby improving the heat exchange efficiency of the powertrain 194 .

When the temperature generated by the power assembly 194 is high and the heat exchange demand is large, the third valve port 3 is connected to the first valve port 1, and the first outlet a is connected to the third outlet c. The coolant dissipates heat to the external environment through the electrical radiator 192 and can exchange heat with the refrigerant flow path, thereby improving the heat dissipation efficiency of the coolant, which is beneficial to improving the heat exchange efficiency of the coolant to the power assembly 194.

In some embodiments of the present invention, a third temperature sensor 107 is provided between the first valve port 1 and the coolant flow path. The third temperature sensor 107 can detect the temperature of the coolant flowing into the coolant flow channel 1052 and feed back a temperature signal to the thermal management system 100 .

In addition, a second temperature and pressure sensor 108 is arranged at the exhaust port of the compressor 111. The second temperature and pressure sensor 108 can detect the temperature and pressure of the refrigerant discharged from the compressor 111, and feedback the temperature and pressure signal to the thermal management system 100. A third temperature and pressure sensor 109 is arranged between the second interface 172 and the air inlet. The third temperature and pressure sensor 109 can detect the temperature and pressure of the refrigerant flowing back to the compressor 111, and feedback the temperature and pressure signal to the thermal management system 100.

The thermal management system 100 can adjust the opening of the exhaust port of the compressor 111 and the opening of multiple variable-diameter throttle valves and electronic expansion valves according to the signals fed back by the temperature sensor, the temperature-pressure sensor and the pressure sensor to adjust the flow rate of the refrigerant and the temperature of the refrigerant in the corresponding branch.

In some embodiments of the present invention, a gas-liquid separator 1111 is arranged between the third temperature and pressure sensor 109 and the air inlet. The gas-liquid separator 1111 can separate and preserve the refrigerant flowing back to the compressor 111 to prevent the compressor 111 from generating liquid hammer and prevent the compressor 111 oil from being diluted due to excessive refrigerant.

The following briefly describes different operating modes of the thermal management system 100 according to an embodiment of the present invention in conjunction with FIGS. 1 to 4 , as well as the states of various components and the flow direction of the refrigerant in different operating modes.

When the thermal management system 100 is in cooling mode:

Mode 1: Cabin cooling mode only: This mode is suitable for situations where the ambient temperature is high and users in the cabin need to cool down. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022 and the first throttling element 1121 are all open, and the one-way valve 106, the fourth solenoid valve 1031, the second throttling element 121 and the third throttling element 162 are closed.

The compressor 111 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows into the external heat exchange flow path 101 through the first interface 171 and the fourth interface 174 in turn, and flows into the first heat exchanger 150 after passing through the first solenoid valve 1011. After the first heat exchanger 150 dissipates heat to the external environment, the refrigerant is converted into a medium-temperature and high-pressure state, and then the refrigerant flows through the liquid storage tank 140 and the first refrigerant flow path 181 in turn, and then flows to the first heat exchange branch 112, and the first throttling element 112 After the refrigerant is throttled and depressurized to a low temperature and low pressure state, the refrigerant flows into the cabin heat exchanger 1122 to absorb the heat of the cabin, and the refrigerant is converted into a medium temperature and low pressure state, and then the refrigerant flows to the refrigeration liquid outlet flow path 102, and sequentially passes through the second solenoid valve 1021, the second refrigerant flow path 182, and the third solenoid valve 1022, and then flows to the third interface 173 and the second interface 172, and then the refrigerant flows into the gas-liquid separator 1111 through the second interface 172, and then the refrigerant flows back to the compressor 111 through the air inlet to perform the next heat exchange cycle.

In this state, the refrigerant passing through the cabin heat exchanger 1122 exchanges heat with the air flow blown out by the HVAC blower to reduce the temperature of the air flow. The cooled air flow flows into the cabin through the air duct and air outlet of the air conditioner to cool the cabin.

In the electrical equipment heat exchange module 190, the drive pump 193 is turned on, the second valve port 2 and the third valve port 3 of the first switching module 195 are connected, the first outlet a and the third outlet c of the second switching module 19 are connected, and the refrigerant flows through the drive pump 193, the power assembly 194, the third valve port 3, the second valve port 2, the first outlet a, the third outlet c in sequence, and then flows to the electrical radiator 192. After the power assembly 194 exchanges heat with the coolant, it dissipates heat to the external environment through the electrical radiator 192 to reduce the temperature of the power assembly 194.

It should be noted that when multiple first heat exchange branches 112 are provided, the multiple first heat exchange branches 112 can work simultaneously or individually. When the multiple first heat exchange branches 112 work simultaneously, the refrigerant flowing out of the first refrigerant flow channel 1051 is split and then flows to each first heat exchange branch 112 respectively, and the refrigerant flowing out of each first heat exchange branch 112 converges and then flows to the refrigeration liquid outlet flow path 102.

Mode 2: Battery 300 cooling mode only. This mode will be triggered when the battery 300 temperature reaches the cooling start point.

In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022 and the third throttling element 162 are all open, and the one-way valve 106, the fourth solenoid valve 1031, the first throttling element 1121 and the second throttling element 121 are closed.

The compressor 111 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows into the external heat exchange flow path 101 through the first interface 171 and the fourth interface 174 in turn, and flows into the first heat exchanger 150 after passing through the first solenoid valve 1011. After the first heat exchanger 150 dissipates heat to the external environment, the refrigerant is converted into a medium-temperature and high-pressure state. Then, the refrigerant flows through the liquid storage tank 140 and the first refrigerant flow path 181 in turn, and then flows to the third heat exchange branch 160. The third throttling element 162 throttles and reduces the pressure of the refrigerant to a low-temperature and low-pressure state. The refrigerant flows into the battery cold plate 161 after the state to absorb the heat of the battery 300 to cool the battery 300. The refrigerant is converted into a medium-temperature and low-pressure state, and then the refrigerant passes through the second variable-diameter throttle valve 163 to flow to the refrigeration liquid outlet flow path 102, and passes through the second solenoid valve 1021, the second refrigerant flow path 182, and the third solenoid valve 1022 in sequence, and then flows to the third interface 173 and the second interface 172. After passing through the second interface 172, the refrigerant flows into the gas-liquid separator 1111, and then the refrigerant flows back to the compressor 111 through the air inlet to perform the next heat exchange cycle.

The working state of the electrical equipment heat exchange module 190 is the same as that of mode 1, and will not be described in detail here.

Mode 3: Seat cooling mode only. This mode is suitable for users who need cooling for seats. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022 and the second throttling element 121 are all open, and the one-way valve 106, the fourth solenoid valve 1031, the first throttling element 1121 and the third throttling element 162 are closed.

The compressor 111 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows into the external heat exchange flow path 101 through the first interface 171 and the fourth interface 174 in turn, and flows into the first heat exchanger 150 after passing through the first solenoid valve 1011. After the first heat exchanger 150 dissipates heat to the external environment, the refrigerant is converted into a medium-temperature and high-pressure state, and then the refrigerant flows through the liquid storage tank 140 and the first refrigerant flow path 181 in turn, and then flows to the second heat exchange branch 120. The second throttling element 121 throttles and reduces the pressure of the refrigerant to a low temperature. After the low-pressure state, the refrigerant flows into the seat heat exchanger 122 to absorb the heat of the seat to cool the seat. The refrigerant is converted into a medium-temperature and low-pressure state, and then the refrigerant passes through the first variable-diameter throttle valve 123 to flow to the refrigeration liquid outlet flow path 102, and passes through the second solenoid valve 1021, the second refrigerant flow path 182, and the third solenoid valve 1022 in sequence, and then flows to the third interface 173 and the second interface 172. After passing through the second interface 172, the refrigerant flows into the gas-liquid separator 1111, and then the refrigerant flows back to the compressor 111 through the air inlet for the next heat exchange cycle.

The working state of the electrical equipment heat exchange module 190 is the same as that of mode 1.

Mode 4. Simultaneous cooling mode for the cabin and the battery 300: This mode is applicable when the cabin needs to be cooled and the temperature of the battery 300 reaches the cooling starting point. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022, the first throttling element 1121 and the third throttling element 162 are all open, and the one-way valve 106, the fourth solenoid valve 1031 and the second throttling element 121 are closed.

The compressor 111 starts to work, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows into the external heat exchange flow path 101 through the first interface 171 and the fourth interface 174 in turn, and flows into the first heat exchanger 150 after passing through the first solenoid valve 1011. After the first heat exchanger 150 dissipates heat to the external environment, the refrigerant is converted into a medium-temperature and high-pressure state, and then the refrigerant flows through the liquid storage tank 140 and the first refrigerant flow path 181 in turn, and then is split and flows to the first heat exchange branch 112 and the third heat exchange branch 160. The first throttling element 1121 throttles and reduces the pressure of the refrigerant to a low temperature. After the refrigerant is in a low-pressure state, it flows into the cabin heat exchanger 1122 to absorb the heat of the cabin, and the refrigerant is converted to a medium-temperature and low-pressure state. At the same time, the third throttling element 162 throttles and reduces the pressure of the refrigerant to a low-temperature and low-pressure state, and then the refrigerant flows into the battery cold plate 161 to absorb the heat of the battery 300 to cool the battery 300. The refrigerant is converted to a medium-temperature and low-pressure state, and then the refrigerant flows out through the second variable-diameter throttle valve 163. The refrigerant flowing out of the first heat exchange branch 112 and the third heat exchange branch 160 merge and flow to the refrigeration liquid outlet flow path 102, and pass through the second solenoid valve 1021, the second refrigerant flow path 182,

The refrigerant flows to the third interface 173 and the second interface 172 after passing through the third solenoid valve 1022. The refrigerant flows into the gas-liquid separator 1111 after passing through the second interface 172, and then flows back to the compressor 111 through the air inlet to perform the next heat exchange cycle.

The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 1.

Mode 5: Seat and cabin cooling mode. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022, the first throttling element 1121 and the second throttling element 121 are all opened, and the one-way valve 106, the fourth solenoid valve 1031 and the third throttling element 162 are closed.

The flow path of the refrigerant can be combined with Mode 1 and Mode 3. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in Mode 1, and will not be repeated here.

Mode 6: The seat and the battery 300 are cooled simultaneously. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022, the second throttling element 121 and the third throttling element 162 are all opened, and the one-way valve 106, the fourth solenoid valve 1031 and the first throttling element 1121 are closed.

The flow path of the refrigerant can be combined with Mode 2 and Mode 3. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in Mode 1, and will not be repeated here.

Mode 7: Simultaneous cooling mode for the cabin, seats and battery 300. In this mode, the first solenoid valve 1011, the second solenoid valve 1021, the third solenoid valve 1022, the first throttling element 1121, the second throttling element 121 and the third throttling element 162 are all open, as are the one-way valve 106 and the fourth solenoid valve 1031.

The flow path of the refrigerant can be combined with mode 1, mode 2 and mode 3. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 1, and will not be repeated here.

When the thermal management system 100 is heating:

Mode 8: Only the cabin is heated, and when the thermal management system 100 absorbs heat from the external environment and the powertrain 194 at the same time, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106 and the first throttling element 1121 are opened, and the second solenoid valve 1021, the third solenoid valve 1022, the second throttling element 121 and the third throttling element 162 are closed.

The compressor 111 starts working, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 passes through the first interface 171 and the third interface 173 in turn and flows to the heating liquid inlet flow path 103, and flows to the cabin heat exchanger 1122 of the first heat exchange branch 112 through the fourth solenoid valve 1031, and exchanges heat with the air flow blown out by the HVAC blower. The refrigerant releases a large amount of heat to heat the air flow. The hot air after heat exchange enters the cabin through the air-conditioning duct and air outlet to heat the cabin, thereby realizing the cabin heating mode.

After heat exchange, the medium-temperature and high-pressure refrigerant is throttled and reduced in pressure to a low-temperature and low-pressure state through the first throttling element 1121, and then the refrigerant is diverted. A part of the refrigerant flows into the external heat exchange flow path 101, and then flows through the first refrigerant flow path 181 and the liquid storage tank 140 to the first heat exchanger 150, and absorbs heat from the external environment through the first heat exchanger 150 and is converted into a medium-temperature and low-pressure state, and then the refrigerant flows out of the external heat exchange flow path 101 through the first solenoid valve 1011.

At the same time, another part of the refrigerant flows into the refrigerant flow channel 1051 of the second heat exchanger 105 through the one-way valve 106, and exchanges heat with the coolant in the coolant flow channel 1052 to absorb the heat generated by the power assembly 194 and convert it into a medium-temperature and low-pressure state. The refrigerant after heat exchange with the coolant flows out of the refrigerant flow channel 1051 and merges with the refrigerant flowing out of the external heat exchange flow path 101. After the convergence, the refrigerant flows back to the compressor 111 through the fourth interface 174, the second interface 172 and the gas-liquid separator 1111 in sequence to carry out the next heat exchange cycle.

In the electrical equipment heat exchange module 190, the drive pump 193 is turned on, the first valve port 1 and the third valve port 3 of the first switching module 195 are connected, the first outlet a and the second outlet b of the second switching module 19 are connected, and the refrigerant flows through the drive pump 193, the power assembly 194, and the first switching module 195 in sequence and then flows to the coolant flow path in the second heat exchanger 105. The refrigerant exchanges heat with the coolant to absorb the heat of the power assembly 194 absorbed by the refrigerant. The coolant after heat exchange with the refrigerant flows to the water pump through the second switching module 19 to realize the circulation of the coolant.

It should be noted that when multiple first heat exchange branches 112 are provided, the multiple first heat exchange branches 112 can work simultaneously or individually. When the multiple first heat exchange branches 112 work simultaneously, the refrigerant flowing out of the homemade hot inlet flow path 103 is split and flows to each first heat exchange branch 112 respectively, and the refrigerant flowing out of each first heat exchange branch 112 converges and selectively flows to the external heat exchange flow path 101 or the second heat exchanger 105.

Mode 9: Only the battery 300 is used for heating, and the thermal management system 100 absorbs heat from the powertrain 194 and the external environment at the same time. In this mode, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106 and the third throttling element 162 are opened, and the second solenoid valve 1021, the third solenoid valve 1022, the first throttling element 1121 and the second throttling element 121 are closed.

The compressor 111 starts working, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows to the heating liquid inlet path 103 through the first interface 171 and the third interface 173 in sequence, and flows to the battery cold plate 161 of the third heat exchange branch 160 through the fourth solenoid valve 1031. The refrigerant releases a large amount of heat to heat the battery 300, thereby realizing the heating mode of the battery 300.

After heat exchange, the medium-temperature and high-pressure refrigerant is throttled and reduced in pressure to a low-temperature and low-pressure state through the third throttling element 162, and then the refrigerant is diverted. A part of the refrigerant flows into the external heat exchange flow path 101, and then flows through the first refrigerant flow path 181 and the liquid storage tank 140 to the first heat exchanger 150, and absorbs heat from the external environment through the first heat exchanger 150 and is converted into a medium-temperature and low-pressure state, and then the refrigerant flows out of the external heat exchange flow path 101 through the first solenoid valve 1011.

At the same time, another part of the refrigerant flows into the refrigerant flow channel 1051 of the second heat exchanger 105 through the one-way valve 106, and exchanges heat with the coolant in the coolant flow channel 1052 to absorb the heat generated by the power assembly 194 and convert it into a medium-temperature and low-pressure state. The refrigerant after heat exchange with the coolant flows out of the refrigerant flow channel 1051 and merges with the refrigerant flowing out of the external heat exchange flow path 101. After the convergence, the refrigerant flows back to the compressor 111 through the fourth interface 174, the second interface 172 and the gas-liquid separator 1111 in sequence to carry out the next heat exchange cycle.

The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 8, and will not be described in detail here.

Mode 10: Seat heating mode only, and the thermal management system 100 absorbs heat from the powertrain 194 and the external environment at the same time. In this mode, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106 and the second throttling element 121 are opened, and the second solenoid valve 1021, the third solenoid valve 1022, the first throttling element 1121, and the third throttling element 162 are closed.

The compressor 111 starts working, and the refrigerant is compressed into a high-temperature and high-pressure state. The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows through the first interface 171 and the third interface 173 in sequence and then flows to the heating liquid inlet path 103, and then flows to the seat heat exchanger 122 of the second heat exchange branch 120 through the fourth solenoid valve 1031. The refrigerant releases a large amount of heat to heat the seat, thereby realizing the heating mode of the seat.

After heat exchange, the medium-temperature and high-pressure refrigerant is throttled and reduced in pressure to a low-temperature and low-pressure state through the second throttling element 121, and then the refrigerant is diverted. A part of the refrigerant flows into the external heat exchange flow path 101, and then flows through the first refrigerant flow path 181 and the liquid storage tank 140 to the first heat exchanger 150, and absorbs heat from the external environment through the first heat exchanger 150 and is converted into a medium-temperature and low-pressure state, and then the refrigerant flows out of the external heat exchange flow path 101 through the first solenoid valve 1011.

At the same time, another part of the refrigerant flows into the refrigerant flow channel 1051 of the second heat exchanger 105 through the one-way valve 106, and exchanges heat with the coolant in the coolant flow channel 1052 to absorb the heat generated by the power assembly 194 and convert it into a medium-temperature and low-pressure state. The refrigerant after heat exchange with the coolant flows out of the refrigerant flow channel 1051 and merges with the refrigerant flowing out of the external heat exchange flow path 101. After the convergence, the refrigerant flows back to the compressor 111 through the fourth interface 174, the second interface 172 and the gas-liquid separator 1111 in sequence to carry out the next heat exchange cycle.

The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 8, and will not be described in detail here.

Mode 11: The cabin and the battery 300 are heated at the same time, and the thermal management system 100 absorbs heat from the powertrain 194 and the external environment at the same time. In this mode, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106, the first throttling element 1121 and the third throttling element 162 are opened, and the second solenoid valve 1021, the third solenoid valve 1022 and the second throttling element 121 are closed.

The flow path of the refrigerant can be combined with mode 8 and mode 9. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 8, which will not be repeated here.

Mode 12: The cabin and seats are heated simultaneously, and the thermal management system 100 absorbs heat from the powertrain 194 and the external environment at the same time. In this mode, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106, the first throttling element 1121 and the second throttling element 121 are opened, and the second solenoid valve 1021, the third solenoid valve 1022 and the third throttling element 162 are closed.

The flow path of the refrigerant can be combined with mode 8 and mode 10. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 8, and will not be repeated here.

Mode 13: The cabin, seats and battery 300 are heated simultaneously, and the thermal management system 100 absorbs heat from the powertrain 194 and the external environment at the same time. In this mode, the fourth solenoid valve 1031, the first solenoid valve 1011, the one-way valve 106, the first throttling element 1121, the third throttling element 162 and the second throttling element 121 are opened, and the second solenoid valve 1021 and the third solenoid valve 1022 are closed.

The flow path of the refrigerant can be combined with mode 8, mode 9 and mode 10. The working state of the electrical equipment heat exchange module 190 is the same as the working state of the electrical equipment heat exchange module 190 in mode 8, which will not be repeated here.

It should be noted that when the thermal management system 100 is in heating mode, when the thermal management system 100 only needs to absorb heat from the external environment, the one-way valve 106 is closed, and the refrigerant flowing out of the first heat exchange branch 112 flows into the external heat exchange flow path 101; when the thermal management system 100 only needs to absorb heat from the powertrain 194, the first solenoid valve 1011 is closed, and the refrigerant flowing out of the first heat exchange branch 112 flows to the second heat exchanger 105.

Mode 14: Fire extinguishing mode, taking the fire extinguishing branch 130 disposed in the battery 300 as an example for explanation, it should be noted that in the above 13 modes, the control valve 132 is in a closed state.

When the temperature of the battery 300 reaches the ignition temperature, the fire extinguishing mode is turned on. In this mode, the control valve 132 and the first solenoid valve 1011 are opened, and the one-way valve 106, the fourth solenoid valve 1031, the first throttling element 1121, the second throttling element 121 and the third throttling element 162 are closed.

The high-temperature and high-pressure refrigerant discharged from the compressor 111 flows to the first heat exchanger 150 through the first interface 171, the fourth interface 174 and the first solenoid valve 1011 in sequence. The temperature of the refrigerant is reduced after passing through the first heat exchanger 150, and then the refrigerant flows through the liquid storage tank 140 and the first refrigerant flow path 181 in sequence and then flows to the fire extinguishing branch. The control valve 132 throttles and reduces the pressure of the refrigerant in the fire extinguishing branch 130 to a low-temperature and low-pressure state, and then the refrigerant outlet 131 sprays out the low-temperature and low-pressure refrigerant. The low-temperature refrigerant absorbs the heat of the battery 300 and can isolate the burning object from the air to achieve the purpose of isolating oxygen, thereby realizing the fire extinguishing function.

The vehicle according to the present invention comprises the above-mentioned seat and the thermal management system 100 , the thermal management system 100 is the above-mentioned thermal management system 100 , and the second heat exchange branch 120 is arranged at the seat to adjust the temperature of the seat.

Specifically, the second heat exchange branch 120 is connected to the compressor 111. The refrigerant discharged from the compressor 111 can flow from the exhaust port to the second heat exchange branch 120. The refrigerant flowing into the second heat exchange branch 120 can exchange heat with the seat to adjust the heating or cooling of the seat, thereby realizing the seat temperature adjustment function of the vehicle and improving the functionality of the vehicle.

According to the vehicle of the present invention, by making the compressor 111 connected with the first heat exchange branch 112 and the second heat exchange branch 120 respectively, the refrigerant discharged from the compressor 111 can adjust the temperature of the vehicle cabin through the first heat exchange branch 112, and can adjust the temperature of the seat through the second heat exchange branch 120, thereby realizing the linkage between the second heat exchange branch 120 and the air-conditioning subsystem, improving the functionality of the air-conditioning subsystem, and improving the utilization rate of the refrigerant. There is no need to additionally set heat exchange components on the seats, which effectively simplifies the structure of the vehicle, reduces the production cost of the vehicle, and can meet the user's usage needs and improve the user's usage experience.

In some embodiments of the present invention, the second heat exchange branch 120 is disposed inside the seat to adjust the temperature of the seat.

Specifically, the second heat exchange branch 120 can be set on the frame of the seat and included by the seat skin, so that the second heat exchange branch 120 can be set inside the seat. The refrigerant can directly exchange heat with the seat through the seat heat exchanger 122, so as to realize direct cooling and heating of the seat with small heat loss, thereby ensuring the heat exchange effect of the thermal management system 100 on the seat while being more energy-efficient. Among them, the direct cooling and heating of the seat can be located in various parts of the seat cushion, backrest and headrest. The seat can adjust the temperature in a single area separately, or in multiple areas at the same time, so as to realize multi-functional and multi-scenario applications according to the user's usage needs.

Optionally, the vehicle may be provided with a separate manual seat temperature control button to facilitate individual control of the seat temperature adjustment.

In addition, in combination with Figures 1 and 4, the vehicle is also provided with a seat blower 125, which can be set inside the seat, and the seat blower 125 can be located below the seat heat exchanger 122. The seat blower 125 can blow air upward to accelerate the heat exchange between the seat and the seat heat exchanger 122, thereby improving the heat exchange efficiency of the seat.

In some embodiments of the present invention, the vehicle further includes an electric heating element, which is disposed on the seat.

Specifically, the electric heating element is arranged on the seat, and can generate heat when powered on to realize the heating function of the seat, wherein the electric heating element can be constructed as a heating film, and the heating film can be affixed to the seat to facilitate the processing and assembly of the heating element, and when the heating film is powered on, the resistor in the heating film can generate heat, and the heating film is in direct contact with the seat, which can effectively improve the heating efficiency of the seat.

Optionally, multiple electric heating elements can be provided, and the multiple electric heating elements are respectively provided at different positions of the seat. For example, electric heating elements can be provided at positions on the seat back corresponding to the shoulders, neck and waist of the human body, which can effectively improve the user's comfort and have a certain therapeutic effect on the user, thereby improving the user's experience.

In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims (16)

1. A thermal management system for a vehicle, the vehicle including a seat, the thermal management system comprising:

The air conditioning subsystem comprises a compressor (111) and a first heat exchange branch (112), wherein the first heat exchange branch (112) is respectively connected with an exhaust port and an air inlet of the compressor (111), and the first heat exchange branch (112) is used for adjusting the temperature of a vehicle cabin;

The second heat exchange branch (120), second heat exchange branch (120) are used for adjusting the temperature of seat, second heat exchange branch (120) with the gas vent with the air inlet links to each other respectively.

2. The thermal management system of a vehicle according to claim 1, wherein the second heat exchange branch (120) and the first heat exchange branch (112) are connected in parallel.

3. The thermal management system of a vehicle according to claim 1, further comprising a fire extinguishing branch (130), said fire extinguishing branch (130) being connected to said exhaust port, said fire extinguishing branch (130) being provided with a refrigerant outlet (131) for conveying refrigerant outwards, said fire extinguishing branch (130) being provided with a control valve (132) for controlling the on-off of said fire extinguishing branch (130), said fire extinguishing branch (130) being adapted for extinguishing a fire in a battery (300).

4. A thermal management system of a vehicle according to claim 3, further comprising a liquid reservoir (140), said liquid reservoir (140) being provided between said exhaust port and said fire suppression branch (130), said liquid reservoir (140) being configured for storing a refrigerant and outputting a gaseous refrigerant.

5. A thermal management system of a vehicle according to claim 3, further comprising a first heat exchanger (150) for exchanging heat with the external environment, a first end of the first heat exchanger (150) being connected to the exhaust port, a second end of the first heat exchanger (150) being connected to the fire suppression branch (130).

6. The thermal management system of a vehicle of claim 5, wherein the control valve (132) is an electronic expansion valve.

7. The thermal management system of a vehicle of claim 1, further comprising a third heat exchange branch (160), the third heat exchange branch (160) being connected to the exhaust port and the intake port, respectively, the third heat exchange branch (160) being for heat exchange with a battery (300).

8. The thermal management system of a vehicle according to claim 7, further comprising a fire extinguishing branch (130), the fire extinguishing branch (130) being connected to the exhaust port, the fire extinguishing branch (130) being provided with a refrigerant outlet (131) for conveying refrigerant outwards, the fire extinguishing branch (130) being connected to the second end of the third heat exchanging branch (160), the refrigerant outlet (131) being arranged opposite the battery (300).

9. The thermal management system of a vehicle according to claim 1, wherein the first heat exchange branch (112) is a plurality and arranged in parallel.

10. The thermal management system of a vehicle according to any one of claims 1-9, further comprising:

A switching valve (170), wherein a first interface (171) of the switching valve (170) is connected with the exhaust port, a second interface (172) of the switching valve (170) is connected with the air inlet, and a first end of the first heat exchange branch (112) is connected with a third interface (173) of the switching valve (170);

The first heat exchanger (150) is used for exchanging heat with the external environment, the first end of the first heat exchanger (150) is connected with the fourth interface (174) of the switching valve (170), and the second end of the first heat exchanger (150) is connected with the second end of the first heat exchange branch (112).

11. The thermal management system of a vehicle of claim 10, wherein a first end of the second heat exchange branch (120) is connected to the third interface (173), and a second end of the second heat exchange branch (120) is connected to the first heat exchanger (150).

12. The thermal management system of a vehicle of claim 10, wherein the first heat exchange branch (112) comprises: a first throttling element (1121) and a cabin heat exchanger (1122), wherein a first end of the first throttling element (1121) is arranged in series with a first end of the cabin heat exchanger (1122), a second end of the first throttling element (1121) is connected with the first heat exchanger (150), and the cabin heat exchanger (1122) is connected with the third interface (173).

13. The thermal management system of a vehicle of claim 10, wherein the second heat exchange branch (120) comprises: a second throttling element (121) and a seat heat exchanger (122), wherein a first end of the second throttling element (121) is arranged in series with a first end of the seat heat exchanger (122), a second end of the second throttling element (121) is connected with the first heat exchanger (150), and the seat heat exchanger (122) is connected with the third interface (173).

14. A vehicle, characterized by comprising:

A seat;

a thermal management system of a vehicle according to any one of claims 1-13, the second heat exchanging branch (120) being provided to the seat for adjusting the temperature of the seat.

15. The vehicle of claim 14, characterized in that the second heat exchanging branch (120) is provided inside the seat to regulate the temperature of the seat.

16. The vehicle of claim 14, further comprising an electrical heating element disposed on the seat.