CN116061678A

CN116061678A - Vehicle thermal management system and vehicle

Info

Publication number: CN116061678A
Application number: CN202111271810.7A
Authority: CN
Inventors: 白云辉; 张俊岩; 赵尚仲; 刘润琴
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2021-10-29
Filing date: 2021-10-29
Publication date: 2023-05-05

Abstract

The invention discloses a vehicle thermal management system and a vehicle, wherein the vehicle thermal management system comprises: a first heat exchanger having a first heat exchange passage and a second heat exchange passage; an electric assembly module; a heat pump module; the second switching pipeline is selectively connectable to and disconnectable from the outlet of the compressor and the inlet of the direct battery cooling plate, and the third switching pipeline is selectively connectable to and disconnectable from the outlet of the direct battery cooling plate and the inlet of the heat exchange pipeline. Therefore, the radiator waterway is connected with the electric assembly waterway and the first heat exchange passage, so that the radiator can radiate heat of the electric assembly, and the heat pump module can refrigerate or heat the passenger cabin without arranging an air-cooled radiator in the front side (engine cabin) of the vehicle, thereby improving the integration level of the vehicle thermal management system and optimizing the structural design of the front side (engine cabin) of the vehicle.

Description

Vehicle thermal management system and vehicle

Technical Field

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

Background

In the related art, an electric assembly module, a battery module and a heat pump module are integrated and controlled, so that all systems are mutually coordinated, the energy consumption of the whole vehicle is reduced, or the heat management and reasonable distribution utilization of the whole vehicle in a hybrid mode are realized.

However, the above-mentioned requirements for complex thermal management in the hybrid vehicle type EV (electric vehicle) or HEV (hybrid electric vehicle) driving mode cannot be satisfied. The waste heat is mutually doped with other loops in the taking process, so that the energy efficiency ratio of the heat pump module in the heating process cannot be ensured to be maximized. And when the ambient temperature is low, the heating effect of the heat pump module is poor, and a sufficient heat source cannot be provided, and the situation that the rapid warm-up in winter is parallel to the heating requirement of the passenger cabin and the rapid temperature-rising working condition of the battery are not considered. In addition, the front cabin of the vehicle needs to be provided with a plurality of radiators, which is disadvantageous in optimizing the arrangement of the front cabin of the vehicle and reducing the weight.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the thermal management system of the vehicle, which has high integration level, is convenient to arrange, can fully utilize energy and reduces energy loss. In addition, an air cooling heat exchanger is not required to be arranged in the front cabin of the vehicle, so that the arrangement optimization and the light weight of the front cabin of the vehicle are realized.

The embodiment of the invention further promotes a vehicle.

According to an embodiment of the present invention, a vehicle thermal management system includes: a first heat exchanger having a first heat exchange passage and a second heat exchange passage; the electric assembly module comprises an electric assembly waterway and a radiator waterway, the electric assembly waterway is provided with an electric assembly, the radiator waterway is provided with a radiator, the radiator waterway is connected with the electric assembly waterway, and the radiator waterway is connected with the first heat exchange passage; the heat pump module comprises a compressor, a refrigerating pipeline, a heating pipeline, a heat exchange pipeline, a first switching pipeline, a second switching pipeline, a battery direct cooling plate and a third switching pipeline, wherein the heating pipeline is provided with an in-cabin condenser module, the refrigerating pipeline is provided with an in-cabin evaporator module, and the second heat exchange channel is arranged in the heat exchange pipeline; the compressor, the heating pipeline, the heat exchange pipeline, the refrigeration pipeline and the gas-liquid separator are sequentially connected, the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline are connected in parallel, and the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline can be selectively connected in series and communicated between the heat exchange pipeline and the gas-liquid separator respectively; the second switching pipeline is selectively connectable to and disconnectable from the outlet of the compressor and the inlet of the direct battery cooling plate, and the third switching pipeline is selectively connectable to and disconnectable from the outlet of the direct battery cooling plate and the inlet of the heat exchange pipeline.

Therefore, through connecting the radiator waterway with the electric assembly waterway and connecting with the first heat exchange passage, the radiator can radiate heat of the electric assembly, and can exchange heat with the heat pump module through the first heat exchanger, so that the heat pump module can refrigerate or heat the passenger cabin, an air-cooled radiator is not required to be arranged in the front side (engine cabin) of the vehicle for the heat pump module, the integration level of the vehicle heat management system is greatly improved, the waste heat of the electric assembly and the heat in the air can be fully utilized, the energy loss is reduced, and the arrangement design and the weight reduction of the front side (engine cabin) of the vehicle can be optimized.

According to some embodiments of the invention, the heat pump module comprises a fourth switching line connected in parallel with the heat exchange line, and the fourth switching line is selectively connectable or disconnectable between the outlet of the heating line and the battery direct cooling plate.

According to some embodiments of the invention, the heat pump module comprises a fifth switching circuit connected in parallel with the heating circuit, and selectively connectable or disconnectable between an outlet of the compressor and an inlet of the heat exchange circuit.

According to some embodiments of the invention, the heating circuit comprises: the front heating branch road and the rear heating branch road which are arranged in parallel, and the cabin condenser module comprises: the front internal condenser is arranged on the front heating branch, and the rear internal condenser is arranged on the rear heating branch.

According to some embodiments of the invention, at least one of the front heating branch and the rear heating branch may be selectively connected in series or disconnected between the compressor and the heat exchange line.

According to some embodiments of the invention, the refrigeration circuit comprises: front refrigeration branch road and back refrigeration branch road that parallelly connected set up, the cabin interior evaporator module includes: the front inner evaporator is arranged in the front refrigerating branch, and the rear inner evaporator is arranged in the rear refrigerating branch.

According to some embodiments of the invention, the refrigeration circuit further comprises: and the refrigeration total flow path is respectively connected with the front refrigeration branch and the rear refrigeration branch and can be selectively communicated with or disconnected from the heat exchange pipeline.

According to some embodiments of the invention, the vehicle thermal management system further comprises: an engine waterway, wherein an engine is arranged on the engine waterway; the control valve group is switchable among a first state, a second state, a third state and a fourth state and is respectively connected with the radiator waterway, the first heat exchange passage, the electric assembly waterway and the engine waterway; when the control valve group is in the first state, the radiator waterway and the first heat exchange channel are connected in series; when the control valve group is in the second state, the radiator waterway, the engine waterway and the first heat exchange passage are connected in series; when the control valve group is in the third state, the radiator waterway and the electric assembly waterway are connected in series; when the control valve group is in the fourth state, the radiator waterway, the engine waterway and the electric assembly waterway are connected in series.

According to some embodiments of the invention, the control valve bank is switchable between the first state, the second state, the third state, the fourth state, a fifth state and a sixth state; when the control valve group is in the fifth state, the radiator waterway, the first heat exchange passage and the electric assembly waterway are connected in series; when the control valve group is in the sixth state, the radiator waterway, the engine waterway, the first heat exchange passage and the electric assembly waterway are connected in series.

According to some embodiments of the invention, the control valve bank is switchable between the first state, the second state, the third state, the fourth state, a seventh state and an eighth state; when the control valve group is in the seventh state, the electric assembly waterway is connected with the first heat exchange passage in parallel and then connected with the radiator waterway in series; when the control valve group is in the eighth state, the electric assembly waterway is connected with the radiator waterway and the engine waterway in series after being connected with the first heat exchange passage in parallel.

According to some embodiments of the invention, the engine water circuit is further provided with: and the warm air core body is connected with the engine in series.

According to some embodiments of the invention, the vehicle thermal management system further comprises: an engine waterway, wherein an engine is arranged on the engine waterway; a control valve block, the control valve block comprising: the four-way valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is connected with one end of the radiator waterway, the second valve port is connected with one end of the engine waterway, and the third valve port is connected with the other end of the engine waterway; the three-way valve is provided with a fifth valve port, a sixth valve port and a seventh valve port, the fourth valve port, the fifth valve port and one end of the first heat exchange passage are connected with each other, and the seventh valve port is connected with one end of the waterway of the electric assembly; the ninth two-way valve is provided with an eighth valve port and a ninth valve port, the sixth valve port, the eighth valve port and the other end of the first heat exchange passage are connected with each other, and the other end of the ninth valve port, the other end of the electric assembly waterway and the other end of the radiator waterway are connected with each other.

According to some embodiments of the invention, the radiator waterway comprises a radiator branch and a direct connection branch, the radiator is arranged on the radiator branch, the radiator branch is connected with the direct connection branch in parallel, and the radiator branch and the direct connection branch can be selectively communicated or closed.

According to some embodiments of the invention, a heater is connected between the radiator waterway and the electric assembly waterway.

The vehicle according to the embodiment of the invention comprises the vehicle thermal management system.

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

Drawings

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

FIG. 1 is a schematic illustration of a vehicle thermal management system according to an embodiment of the invention;

FIG. 2 is a schematic illustration of a vehicle thermal management system in mode one according to an embodiment of the invention;

FIG. 3 is a schematic diagram of a vehicle thermal management system in mode two according to an embodiment of the invention;

FIG. 4 is a schematic diagram of a vehicle thermal management system in mode three according to an embodiment of the invention;

FIG. 5 is a schematic diagram of a vehicle thermal management system in mode four according to an embodiment of the invention;

FIG. 6 is a schematic diagram of a vehicle thermal management system in mode five according to an embodiment of the invention;

FIG. 7 is a schematic diagram of a vehicle thermal management system in mode six according to an embodiment of the invention;

FIG. 8 is a schematic diagram of a vehicle thermal management system in mode seven according to an embodiment of the invention;

FIG. 9 is a schematic diagram of a vehicle thermal management system in mode eight according to an embodiment of the invention;

FIG. 10 is a schematic illustration of a vehicle thermal management system in mode nine according to an embodiment of the invention;

FIG. 11 is a schematic illustration of a vehicle thermal management system with a control valve bank in a sixth state according to an embodiment of the present invention;

FIG. 12 is a schematic illustration of a vehicle thermal management system with a control valve bank in an eighth state according to an embodiment of the present invention;

FIG. 13 is a schematic diagram of a vehicle thermal management system including a fifth switching circuit according to another embodiment of the invention.

Reference numerals:

100. a vehicle thermal management system; 10. an electric assembly module; 11. a radiator waterway; 111. a heat sink; 1111. a radiator branch; 1112. a direct connection branch; 112. a pump; 113. a tenth two-way valve; 12. a first heat exchange passage; 13. a waterway of the electric assembly; 131. a second heat exchanger; 132. a motor; 133. a motor controller;

20. a heat pump module; 21. a compressor; 22. a condenser module; 221. a front internal condenser; 222. a rear interior condenser; 2221. a fifth two-way valve; 23. an evaporator module; 231. a front inner evaporator; 232. a rear inner evaporator; 24. a gas-liquid separator; 25. a refrigeration pipeline; 251. a front refrigeration branch; 252. a rear refrigeration branch; 253. a cooling main flow path; 2531. A sixth two-way valve; 26. a heating pipeline; 261. a front heating branch; 262. a post heating branch; 29. a fourth switching pipeline; 291. a fourth two-way valve;

30. A first switching pipeline; 301. a first two-way valve; 31. a third switching pipeline; 311. a third two-way valve; 32. a second switching pipeline; 321. a second two-way valve; 33. a fifth switching pipeline; 331. a twelfth two-way valve;

41. a battery direct cooling plate; 42. a second expansion valve; 43. an eleventh two-way valve; 50. a first heat exchanger; 51. a second heat exchange path; 511. a seventh two-way valve; 512. a first expansion valve; 513. an eighth two-way valve;

60. an engine waterway; 61. an engine; 62. a warm air core;

70. a control valve group; 71. a four-way valve; 711. a first valve port; 712. a second valve port; 713. a third valve port; 714. A fourth valve port; 72. a three-way valve; 721. a sixth valve port; 722. a fifth valve port; 723. a seventh valve port; 73. a ninth two-way valve; 731. an eighth valve port; 732. a ninth valve port; 80. a heater.

Detailed Description

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

A vehicle thermal management system 100 according to an embodiment of the present invention, which vehicle thermal management system 100 can be applied to a vehicle, is described below with reference to fig. 1 to 13.

Referring to fig. 1 to 3, a vehicle thermal management system 100 according to an embodiment of the present invention includes: the electric assembly module 10, the heat pump module 20 and the first heat exchanger 50, wherein the first heat exchanger 50 is provided with a first heat exchange passage 12 and a second heat exchange passage 51, the second heat exchange passage 51 is connected with the heat pump module 20, and the first heat exchange passage 12 is connected with the electric assembly module 10.

Specifically, the first heat exchanger 50 may be a plate heat exchanger, and the refrigerant of the heat pump module 20 and the coolant of the electric assembly module 10 may enter the first heat exchanger 50 through the second heat exchange passage 51 and the first heat exchange passage 12, respectively, and exchange heat through the first heat exchanger 50.

For example, the refrigerant of the heat pump module 20 may be R-A, R-C, R-a, etc., and the cooling liquid in the electric assembly module 10 may be a mixture of water and glycol.

Referring to fig. 1 to 13, the electric assembly module 10 includes an electric assembly waterway 13 and a radiator waterway 11, the electric assembly waterway 13 is provided with an electric assembly, the radiator waterway 11 is provided with a radiator 111, the radiator waterway 11 is connected with the electric assembly waterway 13, and the radiator waterway 11 is connected with a first heat exchanging passage 12. Specifically, the radiator waterway 11 is connected with the electric assembly waterway 13, and the cooling liquid can enter the radiator waterway 11 from the electric assembly waterway 13 and then flow to the electric assembly waterway 13 from the radiator waterway 11, so that the electric assembly is radiated; the radiator waterway 11 is connected with the first heat exchange passage 12, and the cooling liquid can enter the radiator waterway 11 from the first heat exchanger 50 and then flow to the first heat exchange passage 12 from the radiator waterway 11 so as to exchange heat with the second heat exchange passage 51 of the first heat exchanger 50, thereby realizing the cooling treatment of bringing the heat of the heat pump module 20 into the radiator 111 or the heating treatment of bringing the heat absorbed by the radiator 111 from the air into the heat pump module 20.

That is, the radiator 111 is not only the radiator 111 of the electric assembly, but also replaces the air-cooled heat exchanger of the heat pump module 20 in the prior art, so that the air-cooled heat exchanger is not required to be arranged in the front cabin (engine compartment) of the vehicle, so that the vehicle thermal management system 100 provided by the embodiment of the application has extremely high integration level, can fully utilize energy, reduces energy loss, and is beneficial to arrangement optimization and light weight of the front cabin (engine compartment) of the vehicle.

Further, the heat pump module 20 includes: the compressor 21, the gas-liquid separator 24, the refrigeration pipeline 25, the heating pipeline 26, the heat exchange pipeline, the first switching pipeline 30, the second switching pipeline 32 and the battery direct cooling plate 41 are arranged on the heating pipeline 26, the cabin condenser module 22 is arranged on the refrigeration pipeline 25, the cabin evaporator module 23 is arranged on the heat exchange pipeline, the second heat exchange passage 51 is arranged on the heat exchange pipeline, the compressor 21, the heating pipeline 26, the heat exchange pipeline, the refrigeration pipeline 25 and the gas-liquid separator 24 are sequentially connected, so that the refrigerant can sequentially flow to the heating pipeline 26, the heat exchange pipeline, the refrigeration pipeline 25 and the gas-liquid separator 24 after being processed by the compressor 21, and flows back to the compressor 21 from the gas-liquid separator 24, thereby realizing circulation of the refrigerant in the heat pump module 20.

Further, as shown in fig. 1-13, the first switching pipeline 30, the direct battery cooling plate 41 and the refrigeration pipeline 25 are connected in parallel, and the first switching pipeline 30, the direct battery cooling plate 41 and the refrigeration pipeline 25 can be selectively connected in series between the heat exchange pipeline and the gas-liquid separator 24, so that when the vehicle is under different working conditions, the refrigerant can be controlled to flow through different pipelines, so that the vehicle thermal management system 100 can meet the requirements of the vehicle under different working conditions, the integration level of the vehicle thermal management system 100 can be improved, and the energy consumption of the vehicle can be reduced.

Further, the second switching duct 32 is selectively connectable to and disconnectable from the outlet of the compressor 21 and the inlet of the direct battery cooling plate 41, and the third switching duct 31 is selectively connectable to and disconnectable from the outlet of the direct battery cooling plate 41 and the inlet of the heat exchange duct. Specifically, when the second switching pipe 32 and the third switching pipe 31 are both connected, the refrigerant may flow from the compressor 21 to the second switching pipe 32, directly flow from the second switching pipe 32 to the direct battery cooling plate 41, and flow from the direct battery cooling plate 41 to the third switching pipe 31, and flow from the third switching pipe 31 to the second heat exchanging passage 51 of the first heat exchanger 50 on the heat exchanging pipe, and simultaneously the cooling liquid may circulate between the first heat exchanging passage 12 of the first heat exchanger 50 and the radiator waterway 11, so that heat exchange is performed between the first heat exchanging passage 12 and the second heat exchanging passage 51 of the first heat exchanger 50, heat absorbed by the radiator 111 from the air is carried to the heat pump module 20 for heating, and thus a direct heating effect on the direct battery cooling plate 41 is achieved.

As shown in fig. 2 and 3, the heat pump module 20 has a cooling mode, when the heat pump module 20 is in the cooling mode, after the refrigerant in the compressor 21 flows out from the compressor 21 to the first heat exchanger 50 after the compression treatment, at this time, the cooling liquid in the electric assembly module 10 enters the radiator waterway 11 from the first heat exchange passage 12 of the first heat exchanger 50, and then flows from the radiator waterway 11 to the first heat exchange passage 12, so as to exchange heat with the second heat exchange passage 51 of the first heat exchanger 50, thereby carrying the heat of the heat pump module 20 to the radiator 111 for cooling treatment, so that the temperature of the refrigerant is reduced, and it is required that the refrigerant can pass through the heating pipeline 26 in the process of flowing from the compressor 21 to the first heat exchanger 50, but the refrigerant only passes through the heating pipeline 26, and does not release heat in the heating pipeline 26, and since the heat released by the refrigerant in the heating pipeline 26 can enter the passenger cabin, the heat released by the refrigerant can be prevented from releasing heat in the passenger cabin, and the cooling effect is reduced.

Then, the refrigerant cooled by the radiator 111 may enter the cooling pipeline 25 to absorb heat, so as to reduce the temperature in the passenger cabin, to realize the cooling mode of the heat pump module 20, and finally, the refrigerant may pass through the gas-liquid separator 24 to make the relatively pure gas refrigerant reenter the compressor 21 for the next cooling cycle, so that the radiator 111 of the electric assembly module 10 may be fully utilized, and an air-cooled radiator may not be disposed in the front cabin (engine cabin) of the vehicle, so that the integration level of the vehicle thermal management system 100 may be improved, and the layout design and weight saving of the front cabin (engine cabin) of the vehicle may be optimized.

As shown in fig. 4 to 6, the heat pump module 20 has various heating modes, when the heat pump module 20 is in the heating mode, the refrigerant in the compressor 21 flows out to the heating pipeline 26 after compression treatment, and is liquefied and released in the heating pipeline 26, so that the heating function of the heat pump module 20 is realized, then, the liquid refrigerant absorbs the heat of air or an electric assembly to evaporate the liquid refrigerant under the combined action of the first heat exchanger 50 and the radiator 111 through the heat exchange pipeline, then enters the gas-liquid separator 24 through the first switching pipeline 30, and enters the compressor 21 through the gas-liquid separator 24, so that the next heating cycle is performed, and thus, the heat pump module 20 can fully utilize the air absorbed by the radiator 111 or the heat of the electric assembly to perform heating, the performance of the electric assembly module 10 can be ensured, and the energy consumption of a vehicle can be reduced.

As shown in fig. 2 and 3, the heat pump module 20 has a direct battery cooling mode, when the heat pump module 20 is in the direct battery cooling mode, after the refrigerant is compressed by the compressor 21, the refrigerant can flow to the heating pipeline 26 first, at this time, the refrigerant directly flows out of the heating pipeline 26 to the first heat exchanger 50, the heating pipeline 26 does not start working, after the refrigerant enters the first heat exchanger 50, at this time, the refrigerant in the electric assembly module 10 flows from the radiator waterway 11 to the first heat exchange channel 12 of the first heat exchanger 50 and exchanges heat with the refrigerant in the second heat exchange channel 51 of the first heat exchanger 50, so as to cool the refrigerant, then, the cooled refrigerant flows to the direct battery cooling plate 41 and absorbs heat to cool the direct battery cooling plate 41, thereby realizing the direct battery cooling mode of the heat pump module 20.

Further, the heat pump module 20 has a battery direct heating mode, when the heat pump module 20 is in the battery direct heating mode, after the refrigerant is compressed by the compressor 21, the refrigerant can enter the second switching pipeline 32, and flow from the second switching pipeline 32 to the battery direct cooling plate 41 directly, then flow to the third switching pipeline 31, and then flow from the third switching pipeline 31 to the second heat exchanging channel 51 of the first heat exchanger 50 on the heat exchanging pipeline, meanwhile, the cooling liquid can enter the radiator waterway 11 from the first heat exchanging channel 12 of the first heat exchanger 50, and then flow from the radiator waterway 11 to the first heat exchanging channel 12, so as to exchange heat with the second heat exchanging channel 51 of the first heat exchanger 50, and heat absorbed by the radiator 111 from the air is brought to the heat pump module 20 for heating, so that the heat absorbed by the radiator 111 in the air can be utilized to heat the battery direct cooling plate 41, thereby reducing the energy consumption of the vehicle and improving the integration degree of the vehicle thermal management system 100.

Therefore, by connecting the radiator waterway 11 with the electric assembly waterway 13 and connecting the radiator waterway with the first heat exchange passage 12, not only can the radiator 111 radiate heat to the electric assembly, but also the radiator 111 can exchange heat with the heat pump module 20 through the first heat exchanger 50, so that the heat pump module 20 can refrigerate or heat the passenger cabin without separately arranging an air-cooled radiator for the heat pump module 20 in the front side (engine cabin) of the vehicle, the integration level of the vehicle thermal management system 100 is greatly improved, the waste heat of the electric assembly waterway 13 and the heat in the air can be fully utilized, the energy loss is reduced, and the arrangement design and the weight of the front side (engine cabin) of the vehicle can be optimized.

As shown in connection with fig. 1 to 13, the heat pump module 20 includes a fourth switching line 29, the fourth switching line 29 is connected in parallel with the heat exchange line, and the fourth switching line 29 is selectively connectable or disconnectable between the outlet of the heating line 26 and the direct battery cooling plate 41. Specifically, when the heat pump module 20 is in the heating mode, the heat pump module 20 further has the heating mode two, and when the heat pump module 20 is in the heating mode two, the refrigerant flows out from the compressor 21, flows through the heating pipeline 26, liquefies and releases heat in the heating pipeline 26 to heat the passenger compartment, then flows to the fourth switching pipeline 29, and directly flows from the fourth switching pipeline 29 to the battery direct cooling plate 41, thereby absorbing the waste heat of the battery to evaporate, and thus the energy consumption of the vehicle can be reduced on the premise of further improving the heating effect of the passenger compartment.

In addition, as shown in fig. 8, the heat pump module 20 further has a dehumidification mode, when the heat pump module 20 is in the dehumidification mode and the refrigerant flows out from the compressor 21, the refrigerant can flow through the heating pipeline 26 first, after the heat is released by liquefying in the heating pipeline 26, the refrigerant flows from the fourth switching pipeline 29 to the refrigerating pipeline 25, and the refrigerant absorbs heat by gasifying in the refrigerating pipeline 25, and in the process, the moisture of the air in the passenger cabin is heated up and then cooled down rapidly, so that the moisture in the passenger cabin is condensed in the pipeline for removal, thereby achieving the purpose of reducing the humidity of the passenger cabin, and improving the comfort of the passenger cabin.

Further, as shown in connection with fig. 13, in other embodiments of the present invention, the heat pump module 20 includes a fifth switching circuit 33, the fifth switching circuit 33 is connected in parallel with the heating circuit 26, and the fifth switching circuit 33 is selectively connectable or disconnectable between the outlet of the compressor 21 and the inlet of the heat exchange circuit. Specifically, the fifth switching pipeline 33 may be disposed between the outlet of the compressor 21 and the inlet of the heat exchange pipeline, and the fifth switching pipeline 33 may be connected in parallel with the heating pipeline 26, so that when the heat pump module 20 is in the cooling mode, after the refrigerant flows out of the compressor 21, the refrigerant may directly flow to the first heat exchanger 50 of the heat exchange pipeline through the fifth switching pipeline 33, and thus the flow of the refrigerant may be smoother, and the working efficiency of the vehicle thermal management system 100 may be further improved.

Further, the twelfth two-way valve 331 is disposed on the fifth switching pipeline 33, and the twelfth two-way valve 331 can control the on/off of the fifth switching pipeline 33, so that the refrigerant can selectively flow from the fifth switching pipeline 33 to the heat exchange pipeline, and the flexibility of the vehicle thermal management system 100 can be improved.

Further, as shown in fig. 1 to 13, the first switching line 30 is provided with a first two-way valve 301, the second switching line 32 is provided with a second two-way valve 321, the third switching line 31 is provided with a third two-way valve 311, and the fourth switching line 29 is provided with a fourth two-way valve 291. Specifically, by providing the first two-way valve 301, the second two-way valve 321, the third two-way valve 311, and the fourth two-way valve 291 on the first switching pipe 30, the second switching pipe 32, the third switching pipe 31, and the fourth switching pipe 29, respectively, the on/off of the first switching pipe 30, the second switching pipe 32, the third switching pipe 31, and the fourth switching pipe 29 can be controlled by controlling the on/off of the first two-way valve 301, the second two-way valve 321, the third two-way valve 311, and the fourth two-way valve 291, so as to control whether the refrigerant in the heat pump module 20 can flow on the first switching pipe 30, the second switching pipe 32, the third switching pipe 31, and the fourth switching pipe 29, thereby realizing the switching of the heat pump module 20 between the cooling mode, the two heating modes, and the battery direct heating mode, and the dehumidification mode, and enabling the mode switching of the heat pump module 20 to be convenient and rapid, and the integration degree of the vehicle thermal management system 100 to be improved.

As shown in connection with fig. 1-13, the heating circuit 26 includes: the front heating branch 261 and the rear heating branch 262 arranged in parallel, the in-cabin condenser module 22 includes: front condenser 221 and rear condenser 222, front condenser 221 is provided in front heating branch 261, and rear condenser 222 is provided in rear heating branch 262. Specifically, by providing the front and

rear condensers

221, 222 to the front and

rear heating branches

261, 262, respectively, the front and

rear condensers

221, 222 may heat the front and rear seats of the vehicle passenger compartment, respectively, so that the refrigerant may be selectively passed through the front and

rear condensers

221, 222 according to the needs of the passengers in the vehicle passenger compartment, thereby further improving the flexibility of the vehicle thermal management system 100.

As shown in connection with fig. 1-13, at least one of the front heating branch 261 and the rear heating branch 262 may optionally be in series communication between the compressor 21 and the heat exchange line. Specifically, at least one of the front heating branch 261 and the rear heating branch 262 is provided with a fifth two-way valve 2221, the fifth two-way valve 2221 can control the on and off of the front heating branch 261 and/or the rear heating branch 262, it should be noted that, since the front heating branch 261 and the rear heating branch 262 are arranged in parallel, the on or off of the fifth two-way valve 2221 and the on or off of the front condenser 221 and the rear condenser 222 can control the heating degree of the heat pump module 20, the on or off of the fifth two-way valve 2221 and the on or off of the front condenser 221 and the rear condenser 222 can be selectively controlled according to the heat demand of the vehicle, thereby improving the controllability of the vehicle thermal management system 100 and reducing the energy consumption of the vehicle

As shown in connection with fig. 1-13, the refrigeration circuit 25 includes: the front refrigeration branch 251 and the rear refrigeration branch 252 arranged in parallel, the in-cabin evaporator module 23 includes: a front inner evaporator 231 and a rear inner evaporator 232, the front inner evaporator 231 is disposed in the front refrigeration branch 251, and the rear inner evaporator 232 is disposed in the rear refrigeration branch 252. Specifically, the front inner evaporator 231 and the rear inner evaporator 232 are respectively disposed on the front refrigeration branch 251 and the rear refrigeration branch 252 disposed in parallel, and since the front inner evaporator 231 and the rear inner evaporator 232 can respectively refrigerate the front seat and the rear seat of the vehicle passenger compartment, the refrigerant can be selectively passed through the front inner evaporator 231 and the rear inner evaporator 232 according to the requirements of the passengers in the vehicle passenger compartment, thereby further improving the flexibility of the vehicle thermal management system 100.

As shown in connection with fig. 1-13, the refrigeration circuit 25 further includes: the total cooling flow path 253 is connected to the front cooling branch 251 and the rear cooling branch 252, respectively, and is selectively communicable with the heat exchange line. Specifically, the sixth two-way valve 2531 is disposed on the total cooling flow path 253, and the sixth two-way valve 2531 can be selectively turned on or off according to the cooling capacity requirement of the vehicle thermal management system 100, so that not only the controllability of the vehicle thermal management system 100 can be improved, but also the energy consumption of the vehicle can be further reduced. In other embodiments of the present invention, the number of the sixth two-way valves 2531 may be two, and the two sixth two-way valves 2531 are respectively disposed on the front refrigeration branch 251 and the rear refrigeration branch 252 and are in one-to-one correspondence with the front inner evaporator 231 and the rear inner evaporator 232.

As shown in connection with fig. 1 to 13, the second heat exchange passage 51 includes: the seventh two-way valve 511, the first expansion valve 512 and the eighth two-way valve 513, the seventh two-way valve 511 and the first expansion valve 512 are connected to one end of the second heat exchanging path 51, the eighth two-way valve 513 is connected to the other end of the second heat exchanging path 51 and allows the refrigerant to flow from the second heat exchanging path 51 to the refrigerating pipe 25, one end of the first switching pipe 30 is connected to the inlet of the eighth two-way valve 513, and one end of the fourth switching pipe 29 is connected to the outlet of the eighth two-way valve 513. Specifically, the seventh two-way valve 511 can control the overall connection or disconnection of the second heat exchange passage 51, that is, when the seventh two-way valve 511 is connected, the refrigerant can smoothly enter the second heat exchange passage 51, and when the seventh two-way valve 511 is disconnected, the refrigerant cannot enter the second heat exchange passage 51, but can selectively enter the fourth switching pipeline 29, and the first expansion valve 512 can play a role of stable and reliable throttling, and after throttling, the refrigerant becomes a low-temperature low-pressure vaporific refrigerant, thereby creating conditions for heat absorption of the subsequent evaporation phase transition.

As shown in connection with fig. 1-13, the vehicle thermal management system 100 may further include: the engine water channel 60 and the control valve group 70, the engine 61 is arranged on the engine water channel 60, and the control valve group 70 is switchable among a first state, a second state, a third state and a fourth state and is respectively connected with the radiator water channel 11, the first heat exchange channel 12, the electric assembly water channel 13 and the engine water channel 60. Specifically, by switching the control valve group 70 between the first state, the second state, the third state, and the fourth state, the communication relationship among the radiator waterway 11, the heat exchange pipeline, the electric assembly waterway 13, and the engine waterway 60 can be selectively switched according to the requirements of the vehicle thermal management system 100, so that the reliability and controllability of the vehicle thermal management system 100 can be further improved.

As shown in fig. 2 and 4, when the control valve block 70 is in the first state, the radiator waterway 11 and the first heat exchanging passage 12 are connected in series, at this time, the coolant may enter one end of the first heat exchanging passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchanging passage 12 to the radiator waterway 11, then enter the other end of the first heat exchanging passage 12 through the control valve block 70, and enter the first heat exchanger 50 from the other end of the first heat exchanging passage 12, so that the coolant may enter the radiator waterway 11 from the first heat exchanging passage 12 of the first heat exchanger 50, and then flow from the radiator waterway 11 to the first heat exchanging passage 12 to exchange heat with the second heat exchanging passage 51 of the first heat exchanger 50, thereby realizing a cooling process of bringing the heat of the heat pump module 20 into the radiator 111 or a heating process of bringing the heat absorbed by the radiator 111 from the air into the heat pump module 20, thus making full use of the radiator 111, and optimizing the layout design and weight saving of the front cabin (engine compartment) of the vehicle.

Referring to fig. 6, when the control valve block 70 is in the second state, the radiator waterway 11, the engine waterway 60 and the first heat exchanging channel 12 are connected in series, and at this time, the coolant may enter one end of the first heat exchanging channel 12 through the first heat exchanger 50, flow from one end of the first heat exchanging channel 12 to the radiator waterway 11, enter one end of the engine waterway 60 through the control valve block 70, then flow through the engine waterway 60, flow from the other end of the engine waterway 60 to the other end of the first heat exchanging channel 12, and flow back to the first heat exchanger 50 again from the other end of the first heat exchanging channel 12, so that the coolant may heat the engine 61 to the heat pump module 20 by using the waste heat of the engine 61, and thus, while ensuring sufficient heat of the passenger compartment, the energy utilization rate may be improved.

Referring to fig. 10, when the control valve block 70 is in the third state, the radiator waterway 11 and the motor assembly waterway 13 are connected in series. Under some working conditions, when the cooling liquid is circulated between the radiator waterway 11 and the electric assembly waterway 13, the radiator 111 can be controlled to independently radiate the electric assembly, so that the electric assembly is ensured to normally and stably run.

Referring to fig. 9, when the control valve block 70 is in the fourth state, the radiator water passage 11, the engine water passage 60, and the electric assembly water passage 13 are connected in series. Specifically, when the coolant circulates between the radiator waterway 11, the engine waterway 60, and the electric assembly waterway 13, and the coolant enters the radiator waterway 11, the heat dissipation process of the radiator 111 is not performed, so that the coolant can transfer the waste heat of the engine 61 to the electric assembly.

As shown in connection with fig. 1-13, the control valve assembly 70 is switchable between a first state, a second state, a third state, a fourth state, a fifth state, and a sixth state.

Specifically, as shown in fig. 5, when the control valve block 70 is in the fifth state, the radiator water passage 11, the first heat exchange passage 12, and the electric assembly water passage 13 are connected in series. Specifically, the cooling liquid can enter one end of the first heat exchange channel 12 through the first heat exchanger 50, flow from one end of the first heat exchange channel 12 to the electric assembly water channel 13, enter the radiator water channel 11 through the electric assembly water channel 13, enter the other end of the first heat exchange channel 12 from the radiator water channel 11 through the control valve group 70, and finally reenter the first heat exchanger 50 through the first heat exchange channel 12, so that the waste heat of the electric assembly water channel 13 can be fully utilized to supply heat to the passenger cabin, and the energy consumption of the heat pump module 20 in the heating mode can be reduced.

Referring to fig. 11, when the control valve block 70 is in the sixth state, the radiator water passage 11, the engine water passage 60, the first heat exchanging passage 12, and the electric motor unit water passage 13 are connected in series. Specifically, the cooling liquid may enter one end of the first heat exchange path 12 through the first heat exchanger 50, flow from one end of the first heat exchange path 12 to the electric assembly water path 13, enter the radiator water path 11 through the electric assembly water path 13, enter one end 60 of the engine water path through the control valve group 70 from the radiator water path 11, enter the other end of the first heat exchange path 12 through the other end of the engine water path 60 after flowing through the engine water path 60, and finally reenter the first heat exchanger 50 through the first heat exchange path 12, so that the waste heat of the engine 61 and the waste heat of the electric assembly water path 13 can be fully utilized to supply heat to the passenger cabin, and the energy consumption of the heat pump module 20 in the heating mode can be further reduced.

As shown in connection with fig. 1-13, the control valve assembly 70 is switchable between a first state, a second state, a third state, a fourth state, a seventh state, and an eighth state.

Referring to fig. 3, when the control valve block 70 is in the seventh state, the electric assembly water path 13 is connected in parallel with the first heat exchange path 12 and then connected in series with the radiator water path 11. Specifically, the electric assembly water channel 13 and the first heat exchange channel 12 are connected in parallel, the cooling liquid flows from the first heat exchange channel 12 to the radiator water channel 11, and meanwhile, the cooling liquid flows from the electric assembly water channel 13 to the radiator water channel 11, so that the electric assembly and the heat pump module 20 can be simultaneously cooled, or the cooling liquid absorbs the waste heat of the electric assembly water channel 13 to heat the heat pump module 20, so that the energy consumption of the vehicle heat management system 100 can be further reduced. It should be noted that when the electric assembly water channel 13 is connected in series with the first heat exchange channel 12, the electric assembly water channel 13 has higher efficiency for absorbing the waste heat, and when the electric assembly water channel 13 is connected in parallel with the first heat exchange channel 12, the electric assembly water channel 13 is convenient for separately controlling the two parallel branches, and has higher control precision.

Referring to fig. 12, when the control valve block 70 is in the eighth state, the electric motor assembly water passage 13 is connected in parallel with the first heat exchange passage 12 and then connected in series with the radiator water passage 11 and the engine water passage 60. Specifically, the electric assembly water channel 13 and the first heat exchange channel 12 are connected in parallel, the cooling liquid flows from the first heat exchange channel 12 to the radiator water channel 11, and meanwhile, the cooling liquid flows from the electric assembly water channel 13 to the radiator water channel 11, so that the cooling liquid can absorb the waste heat of the engine 61, and heat the electric assembly water channel 13 and the heat pump module 20, so that the energy consumption of the vehicle thermal management system 100 can be further reduced. It should be noted that when the electric assembly water path 13 is connected in series with the first heat exchange passage 12, the electric assembly water path 13 has higher efficiency for absorbing the waste heat of the engine 61, and when the electric assembly water path 13 is connected in parallel with the first heat exchange passage 12, the electric assembly water path 13 is convenient for controlling the two parallel branches separately, and has higher control precision.

As shown in connection with fig. 1-13, the control valve block 70 includes: the four-way valve 71, the three-way valve 72, and the ninth two-way valve 73, wherein the four-way valve 71 has a first port 711, a second port 712, a third port 713, and a fourth port 714, the first port 711 is connected to one end of the radiator waterway 11, the second port 712 is connected to one end of the engine waterway 60, and the third port 713 is connected to the other end of the engine waterway 60. Specifically, by selectively connecting the first valve port 711 with the second valve port 712 or the fourth valve port 714, and selectively connecting the second valve port 712 with the first valve port 711 or the third valve port 713, the radiator waterway 11 can be selectively communicated with the engine waterway 60 according to the specific conditions of the vehicle, so that the energy consumption of the vehicle thermal management system 100 can be reduced by utilizing the waste heat of the engine 61.

Further, as shown in fig. 1 to 13, the three-way valve 72 has a sixth valve port 721, a fifth valve port 722, and a seventh valve port 723, one end of the fifth valve port 722, the first heat exchanging passage 12 and the fourth valve port 714 are connected to each other, and the seventh valve port 723 is connected to one end of the electric assembly waterway 13. Specifically, the connection relationship among the sixth valve port 721, the fifth valve port 722 and the seventh valve port 723 may be selectively set according to different working conditions of the vehicle, and the connection and disconnection of the electric assembly waterway 13 and the switching of the electric assembly waterway 13 and the first heat exchange passageway 12 between the serial state and the parallel state may be controlled, so that the controllability of the first heat exchange passageway 12 and the electric assembly waterway 13 may be further improved, and the flexibility and the reliability of the mode switching of the vehicle thermal management system 100 may be further improved, so as to meet the requirements of the vehicle thermal management system 100 under different working conditions.

Further, the ninth two-way valve 73 has an eighth valve port 731 and a ninth valve port 732, the eighth valve port 731, the other end of the first heat exchange passage 12, and the sixth valve port 721 are connected to each other, and the other end of the ninth valve port 732, the electric assembly waterway 13, and the other end of the radiator waterway 11 are connected to each other. Specifically, the first heat exchange passage 12 and the radiator waterway 11 can be selectively turned on or off by controlling the on or off of the eighth valve port 731 and the ninth valve port 732 on the ninth two-way valve 73, so that the controllability of the first heat exchange passage 12 can be further improved, and the flexibility and reliability of the mode switching of the vehicle thermal management system 100 can be further improved, so as to meet the requirements of the vehicle thermal management system 100 under different working conditions.

When the control valve block 70 is in the first state as shown in fig. 1 and 4, the first valve port 711 is communicated with the fourth valve port 714, the eighth valve port 731 is communicated with the ninth valve port 732, at this time, the radiator water channel 11 and the first heat exchange channel 12 are connected in series, and the cooling liquid can enter the radiator water channel 11 from the first heat exchange channel 12 of the first heat exchanger 50, and then flow from the radiator water channel 11 to the first heat exchange channel 12, so as to exchange heat with the second heat exchange channel 51 of the first heat exchanger 50, thereby realizing the cooling treatment of bringing the heat of the heat pump module 20 into the radiator 111 or the heating treatment of bringing the heat absorbed by the radiator 111 from the air into the heat pump module 20.

When the control valve block 70 is in the second state as shown in fig. 6, the first valve port 711 is communicated with the second valve port 712, the third valve port 713 is communicated with the fourth valve port 714, the eighth valve port 731 and the ninth valve port 732, and at this time, the radiator water path 11, the engine water path 60 and the first heat exchanging path 12 are connected in series, and the cooling liquid can enter the radiator water path 11 from the first heat exchanging path 12 of the first heat exchanger 50, then flow from the radiator water path 11 to the engine water path 60, and flow back to the engine 61 from the engine water path 60 through the first heat exchanging path 12 again, so that the cooling liquid can heat the residual heat of the engine 61 to the heat pump module 20 by using the residual heat of the engine 61, and thus, the heat of the passenger cabin can be ensured to be sufficient, and the utilization ratio of energy sources can be improved.

Referring to fig. 10, when the control valve assembly 70 is in the third state, the first port 711 communicates with the fourth port 714, and the fifth port 722 communicates with the seventh port 723. Specifically, at this time, the radiator waterway 11 and the electric assembly waterway 13 are connected in series, the coolant circulates between the radiator waterway and the electric assembly waterway 13, and the radiator 111 radiates heat to the electric assembly waterway 13 alone, so that stable operation of the electric assembly waterway 13 can be ensured.

As shown in fig. 9, when the control valve block 70 is in the fourth state, the first valve port 711 communicates with the second valve port 712, the third valve port 713 communicates with the fourth valve port 714, and the fifth valve port 722 communicates with the seventh valve port 723, and at this time, the radiator water passage 11, the engine water passage 60, and the electric assembly water passage 13 are connected in series, and the coolant circulates between the radiator water passage 11, the engine water passage 60, and the electric assembly water passage 13, so that the electric assembly water passage 13 can be heated by the waste heat of the engine 61.

When the control valve block 70 is in the fifth state as shown in fig. 5, the first valve port 711 is communicated with the fourth valve port 714, the sixth valve port 721 is communicated with the seventh valve port 723, at this time, the radiator waterway 11, the first heat exchange passage 12 and the electric assembly waterway 13 are connected in series, and the cooling liquid can enter one end of the first heat exchange passage 12 through the first heat exchanger 50, flow from one end of the first heat exchange passage 12 to the electric assembly waterway 13, enter the radiator waterway 11 through the electric assembly waterway 13, then enter the first heat exchange passage 12 from the radiator waterway 11 through the other end of the first heat exchange passage 12 of the control valve block 70, and finally reenter the first heat exchanger 50 through the first heat exchange passage 12, so that heat can be fully utilized to supply heat to the passenger cabin, and thus the energy consumption of the heat pump module 20 in the heating mode can be reduced.

As shown in fig. 11, when the control valve block 70 is in the sixth state, the first valve port 711 is communicated with the second valve port 712, the third valve port 713 is communicated with the fourth valve port 714, the sixth valve port 721 is communicated with the seventh valve port 723, at this time, the radiator waterway 11, the engine waterway 60, the first heat exchanging channel 12 and the electric assembly waterway 13 are connected in series, the coolant can enter one end of the first heat exchanging channel 12 through the first heat exchanger 50 and flow from one end of the first heat exchanging channel 12 to the electric assembly waterway 13, and enter the radiator waterway 11 through the electric assembly waterway 13, then enter one end of the engine waterway 60 through the control valve block 70 from the radiator waterway 11, enter the other end of the first heat exchanging channel 12 through the other end of the engine waterway 60 after flowing through the engine waterway 60, and finally enter the first heat exchanging channel 12 again into the first heat exchanger 50 through the first heat exchanging channel 12, so that the waste heat of the engine 61 and the waste heat of the electric assembly waterway 13 can be fully utilized to supply heat to the passenger cabin, and the energy consumption of the heat pump module 20 when in the heating mode can be further reduced

As shown in fig. 3, when the control valve block 70 is in the seventh state, the first valve port 711 is communicated with the fourth valve port 714, the fifth valve port 722 is communicated with the seventh valve port 723, and the eighth valve port 731 and the ninth valve port 732, at this time, the electric assembly water path 13 is connected in parallel with the first heat exchange path 12 and then connected in series with the radiator water path 11, and the cooling liquid flows from the first heat exchange path 12 to the radiator water path 11 and simultaneously flows from the electric assembly water path 13 to the radiator water path 11, so that heat can be dissipated from the electric assembly water path 13 and the heat pump module 20 at the same time, or the cooling liquid absorbs the waste heat of the electric assembly water path 13 to heat the heat pump module 20, thereby further reducing the energy consumption of the heat pump module 20 in the heating mode.

When the control valve block 70 is in the eighth state as shown in fig. 12, the first valve port 711 is communicated with the second valve port 712, the third valve port 713 is communicated with the fourth valve port 714, the fifth valve port 722 is communicated with the seventh valve port 723, the eighth valve port 731 and the ninth valve port 732, and at this time, the electric assembly water path 13 is connected in parallel with the first heat exchanging path 12 and then connected in series with the radiator water path 11 and the engine water path 60, and the coolant flows from the first heat exchanging path 12 to the radiator water path 11, and simultaneously the coolant flows from the electric assembly water path 13 to the radiator water path 11, so that the coolant absorbs the waste heat of the engine 61, heats the electric assembly water path 13 and the heat pump module 20, and thus the energy consumption of the vehicle thermal management system 100 can be further reduced.

Referring to fig. 1 to 13, the electric power assembly waterway 13 includes: the second heat exchanger 131, the motor 132 and the motor controller 133, the second heat exchanger 131 is integrally connected in parallel with the motor 132 and the motor controller 133, and when the cooling liquid flows through the second heat exchanger 131 and the motor controller 133, the waste heat of the motor 132 and the motor controller 133 can be absorbed or the motor 132 and the motor controller 133 can be heated, so that the requirements of the vehicle thermal management system 100 under different working conditions are met, and the energy consumption of the vehicle thermal management system 100 is reduced.

As shown in fig. 1 to 13, the radiator waterway 11 includes: radiator branch 1111 and direct branch 1112, radiator 111 is disposed on radiator branch 1111, radiator branch 1111 is connected in parallel with direct branch 1112, and radiator branch 1111 and direct branch 1112 may be selectively connected or disconnected. Specifically, the radiator branch 1111 is provided with the radiator 111 and the direct connection branch 1112 is provided with the tenth two-way valve 113, so that the connection or disconnection of the tenth two-way valve 113 can be selectively controlled according to the working conditions of the vehicle under different conditions, so that the connection or disconnection of the radiator branch 1111 and the direct connection branch 1112 can be controlled, and further different requirements of the vehicle on heat under different working conditions can be met, for example, when the cooling liquid flowing out of the electric assembly waterway 13 or the first heat exchange passageway 12 is required to be radiated, and when the cooling liquid flowing into the first heat exchange passageway 12 is required to be heated by heat absorbed in air, the radiator branch 1111 is controlled to be connected and the direct connection branch 1112 is controlled to be disconnected, and when the cooling liquid flowing into the first heat exchange passageway 12 is required to be heated by waste heat of the electric assembly or waste heat of the engine 61, the radiator branch 1111 is controlled to be disconnected and the direct connection branch 1112 is controlled to be connected when the cooling liquid flowing into the electric assembly waterway 13 is required to be heated by waste heat of the engine 61.

As shown in connection with fig. 1-13, engine waterway 60 further includes: the warm air core 62, the warm air core 62 is connected in series with the engine 61. Specifically, the warm air core 62 may send heat of the coolant flowing out of the engine 61 into the passenger compartment to assist the heating of the passenger compartment by the heat pump module 20 when it is started, so that the energy consumption of the vehicle thermal management system 100 may be reduced.

As shown in fig. 10, the heater 80 is connected between the radiator waterway 11 and the electric assembly waterway 13, a pump pipeline is provided between the radiator waterway 11 and the electric assembly waterway 13, a pump 112 is provided on the pump pipeline, and the heater 80 is connected on the pump pipeline, so that when the heat in the vehicle thermal management system 100 is insufficient, the heater 80 is used for assisting in providing heat, and thus, the reliability of the radiator waterway 11 can be further improved. The heater 80 may be a PTC heater or an engine exhaust heat exchanger.

As shown in connection with fig. 1-13, the heat pump module 20 further includes: a second expansion valve 42 and an eleventh two-way valve 43, the second expansion valve 42 being connected in series with the battery direct-cooling plate 41. Specifically, the second expansion valve 42 has a certain throttling function, and makes the refrigerant become a low-temperature low-pressure vaporous refrigerant after throttling, so as to create conditions for the subsequent evaporation phase change heat absorption on the battery direct cooling plate 41.

In summary, when the vehicle thermal management system 100 is in the cooling mode, the vehicle thermal management system 100 has a mode one and a mode two.

As shown in connection with fig. 2, when the vehicle thermal management system 100 is in the mode, the heat pump module 20 may be not only in the cooling mode, but also optionally in the battery direct cooling mode, at which time, the control valve group 70 is in the first state, while the radiator branch 1111 is connected and the direct connection branch 1112 is disconnected, i.e. the radiator branch 1111 and the first heat exchange passage 12 are connected in series, the cooling fluid may enter one end of the first heat exchange passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchange passage 12 to the radiator branch 1111, then enter the other end of the first heat exchange passage 12 through the control valve group 70, and enter the first heat exchanger 50 from the other end of the first heat exchange passage 12, so that the cooling fluid may enter the radiator branch 1111 from the first heat exchanger 50, and then flow from the radiator branch 1111 to the first heat exchange passage 12, thereby exchanging heat with the second heat exchange passage 51 of the first heat exchanger 50, so as to bring the heat of the heat pump module 20 into the radiator 111 for cooling treatment, thus making full use of the radiator 111, without providing an air-cooled cabin in the front vehicle cabin (nacelle), thereby optimizing the front-end-to-cabin design and weight-saving vehicle cabin (front-cabin-weight-design).

When the vehicle thermal management system 100 is in the second mode, as shown in fig. 2, the heat pump module 20 may be in the cooling mode, and may be optionally in the battery direct cooling mode, at this time, the control valve unit 70 is in the seventh state, and the radiator branch 1111 is connected and the direct connection branch 1112 is disconnected, that is, the electric assembly water path 13 is connected in parallel with the first heat exchange path 12 and then connected in series with the radiator branch 1111, and the cooling fluid flows from the first heat exchange path 12 to the radiator branch 1111, and meanwhile, the cooling fluid flows from the electric assembly water path 13 to the radiator branch 1111, so that the radiator 111 can radiate heat from the electric assembly and the heat pump module 20 at the same time, thereby fully utilizing the radiator 111, and not providing an air-cooled radiator in the front cabin (engine cabin) of the vehicle, so as to optimize the layout design and weight saving of the front cabin (engine cabin) of the vehicle.

When the vehicle thermal management system 100 is in the heating mode, the vehicle thermal management system 100 has a mode three, a mode four, a mode five, and a mode six.

As shown in fig. 4, when the vehicle thermal management system 100 is in the third mode, the heat pump module 20 is in the heating mode, and may optionally be in the battery direct heating mode, at this time, the control valve group 70 is in the first state, while the radiator branch 1111 is connected and the direct connection branch 1112 is disconnected, that is, the radiator branch 1111 and the first heat exchange passage 12 are connected in series, the cooling liquid may enter one end of the first heat exchange passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchange passage 12 to the radiator branch 1111, then enter the other end of the first heat exchange passage 12 through the control valve group 70, and flow from the other end of the first heat exchange passage 12 to the first heat exchanger 50, so that the cooling liquid may enter the radiator branch 1111 from the first heat exchanger 50, and then flow from the radiator branch 1111 to the first heat exchange passage 12, so as to exchange heat with the second heat exchange passage 51 of the first heat exchanger 50, thereby realizing that the heat absorbed by the radiator 111 from the air is brought to the heat pump module 20 for heating, so that the radiator 111 may be fully utilized, and the radiator 111 is not required to be provided in the front of the vehicle cabin (engine cabin), thereby optimizing the design of the front-vehicle cabin (the radiator cabin) and the front-weight.

Referring to fig. 5, when the vehicle thermal management system 100 is in the fourth mode, the heat pump module 20 is in the heating mode, and can be optionally in the battery direct heating mode, at this time, the control valve group 70 is in the fifth state, and the radiator branch 1111 is disconnected and the direct connection branch 1112 is connected, that is, the direct connection branch 1112, the first heat exchange passage 12 and the electric assembly waterway 13 are connected in series, the cooling liquid can enter one end of the first heat exchange passage 12 through the first heat exchanger 50, flow from one end of the first heat exchange passage 12 to the electric assembly waterway 13, enter the direct connection branch 1112 through the electric assembly waterway 13, then enter the other end of the first heat exchange passage 12 through the control valve group 70 from the direct connection branch 1112, and finally reenter the first heat exchanger 50 through the first heat exchange passage 12, so that the waste heat of the electric assembly waterway 13 can be fully utilized to supply heat to the cooling liquid of the first heat exchange passage 12, and the energy consumption of the heat pump module 20 in the heating mode can be reduced.

Referring to fig. 6, when the vehicle thermal management system 100 is in the fifth mode, the heat pump module 20 is in the heating mode, and optionally in the battery direct heating mode, at this time, the control valve unit 70 is in the second state, and the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112, the engine waterway 60 and the first heat exchange passage 12 are connected in series, the cooling liquid can enter one end of the first heat exchange passage 12 through the first heat exchanger 50, and flow from one end of the first heat exchange passage 12 to the direct branch 1112, then enter one end of the engine waterway 60 through the control valve unit 70, then flow through the engine waterway 60, and flow from the other end of the engine waterway 60 to the other end of the first heat exchange passage 12, and flow back to the first heat exchanger 50 again from the other end of the first heat exchange passage 12, so that the cooling liquid can heat the engine 61 to the heat pump module 20 by using the waste heat of the engine 61, and the heat of the passenger cabin can be ensured, and at the same time, the energy utilization rate can be improved.

Referring to fig. 7, when the vehicle thermal management system 100 is in the mode six, the heat pump module 20 is in the heating mode two, and the control valve bank 70 can be in any state, at this time, the refrigerant does not flow through the first heat exchanger 50, so that the state of the control valve bank 70 will not affect the heat pump module 20.

Referring to fig. 8, when the vehicle thermal management system 100 is in the mode seven, the heat pump module 20 is in the dehumidification mode, and the control valve bank 70 may be in any state, at this time, the refrigerant does not flow through the first heat exchanger 50, so that the state of the control valve bank 70 will not affect the heat pump module 20.

Further, when the vehicle thermal management system 100 is in the electric assembly heating mode, the vehicle thermal management system 100 also exists in mode eight and mode nine.

As shown in fig. 9, when the vehicle thermal management system 100 is in the eighth mode, the control valve group 70 is in the fourth state, and the radiator branch 1111 is disconnected and the direct branch 1112 is connected, that is, the direct branch 1112, the engine water channel 60 and the electric assembly water channel 13 are connected in series, and when the coolant circulates between the direct branch 1112, the engine water channel 60 and the electric assembly water channel 13, and the coolant enters the direct branch 1112, the heat dissipation treatment of the radiator 111 is not performed, so that the coolant can transfer the waste heat of the engine 61 to the electric assembly, and the waste heat of the engine 61 can be fully utilized to heat the electric assembly. At this time, the heat pump module 20 may be in any operation mode, and since the coolant circulates between the radiator waterway 11, the engine waterway 60 and the electric assembly waterway 13, the heat exchange with the second heat exchange passage 51 of the first heat exchanger 50 is not performed, the state of the control valve block 70 will not be affected by the operation mode of the heat pump module 20.

As shown in connection with fig. 10, when the vehicle thermal management system 100 is in mode nine, the control valve group 70 is in the third state, while the radiator branch 1111 is open and the direct branch 1112 is connected, i.e., the direct branch 1112 and the electric assembly waterway 13 are connected in series, while the heater 80 connected between the electric assembly waterway 13 and the radiator waterway 11 is activated, so that the coolant is heated by the heater 80 to heat the electric assembly. At this time, the heat pump module 20 may be in any operation mode, and since the coolant circulates between the heat dissipation water path and the electric assembly water path 13, the coolant does not exchange heat with the second heat exchange path 51 of the first heat exchanger 50, and the state of the control valve block 70 will not be affected by the operation mode of the heat pump module 20.

Further, the vehicle thermal management system 100 is further provided with a plurality of temperature and pressure sensors, wherein the temperature and pressure sensors can be connected with the battery direct cooling plate 41 in series, can be connected with the check valve in series, can also be connected with the compressor 21 in series, can detect the temperature and the pressure of the refrigerant, and can selectively perform mode selection on the vehicle thermal management system 100 according to the temperature and the pressure of the refrigerant, so that the reliability of the vehicle thermal management system 100 can be further improved.

Further, the vehicle according to the embodiment of the invention includes: in the vehicle thermal management system 100, the vehicle thermal management system 100 is applied to a vehicle, and the radiator waterway 11 is connected with the electric assembly waterway 13 and connected with the first heat exchange passage 12, so that not only can the radiator 111 radiate heat of the electric assembly, but also the radiator 111 can exchange heat with the heat pump module 20 through the first heat exchanger 50, thereby the heat pump module 20 can refrigerate or heat the passenger cabin, an air-cooled radiator is not required to be separately arranged for the heat pump module 20 in the front side (engine cabin) of the vehicle, the integration level of the vehicle thermal management system 100 is greatly improved, the waste heat of the electric assembly and the heat in the air can be fully utilized, the energy loss is reduced, and the arrangement design and the weight of the front side (engine cabin) of the vehicle can be optimized.

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

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

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

Claims

1. A vehicle thermal management system, comprising:

a first heat exchanger having a first heat exchange passage and a second heat exchange passage;

the electric assembly module comprises an electric assembly waterway and a radiator waterway, the electric assembly waterway is provided with an electric assembly, the radiator waterway is provided with a radiator, the radiator waterway is connected with the electric assembly waterway, and the radiator waterway is connected with the first heat exchange passage;

The heat pump module comprises a compressor, a gas-liquid separator, a refrigeration pipeline, a heating pipeline, a heat exchange pipeline, a first switching pipeline, a second switching pipeline, a battery direct cooling plate and a third switching pipeline, wherein the heating pipeline is provided with an in-cabin condenser module, the refrigeration pipeline is provided with an in-cabin evaporator module, and the second heat exchange pipeline is arranged in the heat exchange pipeline;

the compressor, the heating pipeline, the heat exchange pipeline, the refrigeration pipeline and the gas-liquid separator are sequentially connected, the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline are connected in parallel, and the first switching pipeline, the battery direct cooling plate and the refrigeration pipeline can be selectively connected in series and communicated between the heat exchange pipeline and the gas-liquid separator respectively;

the second switching pipeline is selectively connectable to and disconnectable from the outlet of the compressor and the inlet of the direct battery cooling plate, and the third switching pipeline is selectively connectable to and disconnectable from the outlet of the direct battery cooling plate and the inlet of the heat exchange pipeline.

2. The thermal management system of claim 1, wherein the heat pump module comprises a fourth switching circuit connected in parallel with the heat exchange circuit, and the fourth switching circuit is selectively connectable or disconnectable between an outlet of the heating circuit and the battery direct cooling plate.

3. The thermal management system of claim 1, wherein the heat pump module includes a fifth switching circuit connected in parallel with the heating circuit, and the fifth switching circuit is selectively connectable or disconnectable between an outlet of the compressor and an inlet of the heat exchange circuit.

4. The thermal management system of claim 1, wherein the heating circuit comprises: the front heating branch road and the rear heating branch road which are arranged in parallel, and the cabin condenser module comprises: the front internal condenser is arranged on the front heating branch, and the rear internal condenser is arranged on the rear heating branch.

5. The thermal management system of claim 4, wherein at least one of the front heating branch and the rear heating branch is selectively in series communication or out of communication between the compressor and the heat exchange circuit.

6. The thermal management system of claim 1, wherein the refrigeration circuit comprises: front refrigeration branch road and back refrigeration branch road that parallelly connected set up, the cabin interior evaporator module includes: the front inner evaporator is arranged in the front refrigerating branch, and the rear inner evaporator is arranged in the rear refrigerating branch.

7. The thermal management system of claim 6, wherein the refrigeration circuit further comprises: and the refrigeration total flow path is respectively connected with the front refrigeration branch and the rear refrigeration branch and can be selectively communicated with or disconnected from the heat exchange pipeline.

8. The thermal management system of claim 1, wherein the vehicle thermal management system further comprises: an engine waterway, wherein an engine is arranged on the engine waterway;

the control valve group is switchable among a first state, a second state, a third state and a fourth state and is respectively connected with the radiator waterway, the first heat exchange passage, the electric assembly waterway and the engine waterway;

when the control valve group is in the first state, the radiator waterway and the first heat exchange channel are connected in series;

when the control valve group is in the second state, the radiator waterway, the engine waterway and the first heat exchange passage are connected in series;

when the control valve group is in the third state, the radiator waterway and the electric assembly waterway are connected in series;

When the control valve group is in the fourth state, the radiator waterway, the engine waterway and the electric assembly waterway are connected in series.

9. The thermal management system of claim 8, wherein the control valve bank is switchable between the first state, the second state, the third state, the fourth state, a fifth state, and a sixth state;

when the control valve group is in the fifth state, the radiator waterway, the first heat exchange passage and the electric assembly waterway are connected in series;

when the control valve group is in the sixth state, the radiator waterway, the engine waterway, the first heat exchange passage and the electric assembly waterway are connected in series.

10. The thermal management system of claim 8, wherein the control valve bank is switchable between the first state, the second state, the third state, the fourth state, a seventh state, and an eighth state;

when the control valve group is in the seventh state, the electric assembly waterway is connected with the first heat exchange passage in parallel and then connected with the radiator waterway in series;

when the control valve group is in the eighth state, the electric assembly waterway is connected with the radiator waterway and the engine waterway in series after being connected with the first heat exchange passage in parallel.

11. The thermal management system of claim 8, wherein the engine water circuit is further provided with:

and the warm air core body is connected with the engine in series.

12. The thermal management system of claim 1, wherein the vehicle thermal management system further comprises:

an engine waterway, wherein an engine is arranged on the engine waterway;

a control valve block, the control valve block comprising:

the four-way valve is provided with a first valve port, a second valve port, a third valve port and a fourth valve port, the first valve port is connected with one end of the radiator waterway, the second valve port is connected with one end of the engine waterway, and the third valve port is connected with the other end of the engine waterway;

the three-way valve is provided with a fifth valve port, a sixth valve port and a seventh valve port, the fourth valve port, the fifth valve port and one end of the first heat exchange passage are connected with each other, and the seventh valve port is connected with one end of the waterway of the electric assembly;

the ninth two-way valve is provided with an eighth valve port and a ninth valve port, the sixth valve port, the eighth valve port and the other end of the first heat exchange passage are connected with each other, and the other end of the ninth valve port, the other end of the electric assembly waterway and the other end of the radiator waterway are connected with each other.

13. The thermal management system of claim 1, wherein the radiator waterway comprises a radiator leg and a direct link leg, the radiator is disposed on the radiator leg, the radiator leg is in parallel with the direct link leg, and the radiator leg is selectively communicable or closable with the direct link leg.

14. The thermal management system of claim 1, wherein a heater is connected between the radiator waterway and the power assembly waterway.

15. A vehicle characterized by comprising a thermal management system according to any of claims 1-14.