CN114771206B

CN114771206B - Thermal management system and vehicle

Info

Publication number: CN114771206B
Application number: CN202210507684.9A
Authority: CN
Inventors: 王伟; 李宏远; 张东斌; 游宇
Original assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Current assignee: Guangzhou Xiaopeng Motors Technology Co Ltd
Priority date: 2022-05-10
Filing date: 2022-05-10
Publication date: 2024-05-28
Anticipated expiration: 2042-05-10
Also published as: CN114771206A

Abstract

The application discloses a thermal management system and a vehicle. The thermal management system is for a vehicle and includes a compressor, a water cooled condenser, a first shut off valve, a battery cooler, a first throttling device, a second throttling device, a warm air core, a valve assembly, a pump assembly, and a battery. Heating of the passenger compartment and/or the battery may be achieved when the first compressor is on, the first pump is on and/or the second pump is on, the first restriction is in a restriction state, the second restriction is in a first restriction state, the first shut-off valve is on, the valve assembly communicates with the first pump and the warm air core, and/or the valve assembly communicates with the second pump and the battery cooler. The arrangement of the first throttling device can make the air suction of the compressor supplement enthalpy through the partial exhaust loop, improve the pressure of the refrigerant at the low pressure side, ensure that the vehicle can be normally started under the condition of extremely low temperature climate and simultaneously can meet the heating requirement, reduce the energy consumption and save the manufacturing cost with simple structure.

Description

Thermal management system and vehicle

Technical Field

The application relates to the field of automobiles, in particular to a thermal management system and a vehicle.

Background

It can be understood that new energy automobiles are being popularized in a large range at present, and in order to solve the problems of energy consumption increase and mileage decay at low temperature, the heat pump technology is gradually popularized on the new energy automobiles. In the related art, it is difficult for a vehicle to meet the passenger compartment or battery heating requirement under an extremely low temperature condition of-30 ℃.

Disclosure of Invention

Embodiments of the present application provide a thermal management system and a vehicle.

The thermal management system provided by the embodiment of the application is used for a vehicle and comprises a compressor, a water-cooled condenser, a first stop valve, a battery cooler, a first throttling device, a second throttling device, a warm air core, a valve assembly, a pump assembly and a battery;

the compressor is connected with the refrigerant input end of the water-cooling condenser and the first throttling device, the refrigerant output end of the water-cooling condenser is connected with the first stop valve, the second throttling device is connected with the first stop valve and the refrigerant input end of the battery cooler, and the refrigerant output end of the battery cooler is connected with the compressor;

the pump assembly comprises a first pump and a second pump, the first pump is connected with the water-cooled condenser and the valve assembly, the second pump is connected with the valve assembly and the battery, the warm air core is connected with the water-cooled condenser and the valve assembly, and the battery cooler is connected with the battery and the valve assembly;

when the first compressor is on, the first pump is on and/or the second pump is on, the first throttling device is in a throttling state, the second throttling device is in a first throttling state, the first stop valve is on, the valve assembly is communicated with the first pump and the warm air core, and/or the valve assembly is communicated with the second pump and the battery cooler,

One path of refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the first stop valve, the second throttling device and the battery cooler and then flows back into the compressor; the other path of the air flows back into the compressor after passing through the first throttling device;

The first pump conveys cooling liquid to the water-cooled condenser and the warm air core, and a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser so that the warm air core heats a passenger cabin of the vehicle and/or heats the passenger cabin of the vehicle;

the second pump conveys cooling liquid to the battery, the refrigerant flows through the water-cooling condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooling condenser, and the heated cooling liquid is conveyed into the battery cooler to heat the cooling liquid flowing through the battery, so that the battery is heated.

In some embodiments, with the first compressor on, the first pump on, the second pump on, the first throttling device in a closed state, the second throttling device in a second throttling state, the first shut-off valve on, the valve assembly in communication with the first pump and the warm air core and the valve assembly in communication with the second pump and the battery cooler,

The opening degree of the second throttling device in the second throttling state is smaller than that in the first throttling state,

Refrigerant flowing out of the compressor flows back into the compressor after passing through the water-cooled condenser, the first stop valve, the second throttling device and the battery cooler in sequence;

The first pump conveys cooling liquid to the water-cooled condenser and the warm air core body, and a refrigerant flows through the water-cooled condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooled condenser so that the warm air core body heats a passenger cabin of the vehicle;

The second pump conveys the cooling liquid to the battery, and the refrigerant flows through the battery cooler under the action of the compressor to cool the cooling liquid flowing through the battery cooler, so that the battery is cooled.

In certain embodiments, the thermal management system comprises a third throttling device, an outdoor heat exchanger, a first one-way valve, an evaporator and a fourth throttling device, the third throttling device connecting the water cooled condenser and the outdoor heat exchanger, the first one-way valve connecting the first shut-off valve, the outdoor heat exchanger, the fourth throttling device and the second throttling device, the evaporator being connected with the compressor and the fourth throttling device;

With the compressor on, the valve assembly and the pump assembly closed, the first restriction device in the closed state, the second restriction device in the closed state, the third restriction device in the fully open state, the fourth restriction device in the throttled state, the first shut-off valve closed and the first check valve open,

The refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger for cooling, and the cooled refrigerant flows through the evaporator for evaporation and heat absorption so as to refrigerate the passenger cabin of the vehicle.

In some embodiments, with the compressor on, the first pump off, the second pump on, the first throttling means in the closed state, the second throttling means in the throttled state, the third throttling means in the fully open state, the fourth throttling means in the throttled state, the first shut-off valve off, the first check valve on, and the valve assembly in communication with the second pump and the coolant input of the battery cooler,

After the refrigerant flowing out of the compressor sequentially passes through the water-cooled condenser, the third throttling device and the first one-way valve, one path of refrigerant flows back to the compressor after passing through the second throttling device and the battery cooler, and the other path of refrigerant flows back to the compressor after passing through the fourth throttling device and the evaporator;

The second pump conveys cooling liquid to the battery and then flows through the battery cooler, the refrigerant flows through the water-cooling condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled, when one part of the cooled refrigerant flows through the battery cooler, heat exchange is carried out between the cooled refrigerant and the cooling liquid flowing through the battery cooler to cool the cooling liquid, so that the battery is cooled, and the other part of the cooled refrigerant flows into the evaporator to evaporate and absorb heat so as to refrigerate a passenger cabin of the vehicle.

In some embodiments, with the compressor on, the first pump off, the second pump on, the first throttling means in the closed state, the second throttling means in the throttled state, the third throttling means in the fully open state, the fourth throttling means in the closed state, the first shut-off valve off, the first check valve on, and the valve assembly in communication with the second pump and the coolant input of the battery cooler,

Refrigerant flowing out of the compressor flows back to the compressor after passing through the water-cooled condenser, the third throttling device, the outdoor heat exchanger, the first one-way valve, the second throttling device and the battery cooler in sequence;

The second pump conveys cooling liquid to the battery and then flows through the battery cooler, the refrigerant flows through the water-cooling condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled, and the cooled refrigerant exchanges heat with the cooling liquid flowing through the battery cooler when flowing through the battery cooler so as to cool the cooling liquid, so that the battery is cooled.

In some embodiments, with the compressor on, the first pump on, the second pump on, the first throttling device in a closed state, the second throttling device in a throttled state, the third throttling device in a fully open state, the fourth throttling device in a closed state, the first shut-off valve closed, the first check valve open, the valve assembly in communication with the first pump and the warm air core and the valve assembly in communication with the second pump and the battery cooler coolant input,

The second pump conveys the cooling liquid flowing through the battery to the battery cooler, the first pump conveys the cooling liquid to the warm air core body, the refrigerant flows through the water-cooling condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled so as to deicing the outdoor heat exchanger, the cooled refrigerant enters the battery cooler to exchange heat with the cooling liquid flowing through the battery cooler to absorb heat and evaporate, the evaporated refrigerant flows into the compressor from the refrigerant output end of the battery cooler, and the temperature of the cooling liquid flowing through the water-cooling condenser is higher than that of the refrigerant flowing through the water-cooling condenser.

In some embodiments, with the compressor on, the first pump on, the second pump off, the first throttling means in the closed state, the second throttling means in the closed state, the third throttling means in the throttled state, the fourth throttling means in the closed state, the first shut-off valve closed and the valve assembly communicating the first pump and the warm air core,

The refrigerant flowing out of the compressor is cooled in the water-cooled condenser to heat the cooling liquid flowing through the water-cooled condenser, the heated cooling liquid flows into the warm air core to heat the passenger cabin of the vehicle, the cooled refrigerant in the water-cooled condenser can flow through the outdoor heat exchanger and the evaporator and absorb heat to evaporate when flowing through the evaporator so as to condense the wet air in the passenger cabin to dehumidify the passenger cabin.

In certain embodiments, the thermal management system comprises a third throttling device, an outdoor heat exchanger, and a second shut-off valve, the third throttling device connecting the water-cooled condenser and the outdoor heat exchanger, the second shut-off valve connecting the outdoor heat exchanger and the compressor, and the second throttling device connecting the outdoor heat exchanger and the second shut-off valve;

In the case where the compressor is on, the first pump is on, the second pump is off, the first throttling means is in a closed state, the second throttling means is in a closed state, the third throttling means is in a throttling means, the first shut-off valve is in a closed state, the second shut-off valve is in an open state, and the valve assembly communicates with the first pump and the warm air core,

Refrigerant flowing out of the compressor flows through the water-cooled condenser, the third throttling device, the outdoor heat exchanger and the second stop valve in sequence and then flows back to the compressor;

The first pump conveys cooling liquid to the water-cooling condenser and the warm air core body, a refrigerant flows through the water-cooling condenser under the action of the compressor to heat the cooling liquid flowing through the water-cooling condenser, and the heated cooling liquid flows into the warm air core body to heat the passenger cabin of the vehicle.

In certain embodiments, the pump assembly further comprises a third pump, the thermal management system further comprising a third throttling device, a third one-way valve, a radiator and a drive component, the third throttling device connecting the first shut-off valve, the water cooled condenser and the third throttling device, the first one-way valve connecting the first shut-off valve, the third heat exchanger and the second throttling device, the third heat exchanger connected with the third throttling device, the radiator connecting the valve assembly and the drive component, the third pump connecting the valve assembly and the drive component;

In the case where the compressor is on, the first pump is on, the second pump is on, the third pump is on, the first throttling means is in a closed state, the second throttling means is in a throttled state, the third throttling means is in a throttled state, the first shut-off valve is closed, the first check valve is on, the valve assembly communicates with the warm air core and the third pump, and also communicates with the radiator and the first pump,

The refrigerant flowing out of the compressor flows through the water-cooled condenser, the third throttling device, the outdoor heat exchanger, the first one-way valve, the second throttling device and the battery cooler in sequence and then flows back to the compressor;

The second pump is used for conveying cooling liquid to the battery and the battery cooler, the third pump and/or the first pump is used for conveying cooling liquid to the water-cooling condenser, the refrigerant flowing out of the compressor is cooled for the first time in the water-cooling condenser, the refrigerant after the first time cooling can flow through the outdoor heat exchanger for the second time cooling, the refrigerant after the second time cooling can flow through the battery cooler for evaporation and heat absorption to cool the cooling liquid flowing through the battery cooler, and the second pump is used for conveying the cooled cooling liquid to the battery for cooling the battery.

In some embodiments, with the compressor off, the first pump off, the second pump on, the third pump on, the first restriction in the closed state, the second restriction in the closed state, the third restriction in the closed state, the first shut-off valve off, the first check valve off, the valve assembly in communication with the radiator and the battery cooler, and in communication with the battery and the drive member,

The second pump and the third pump convey cooling liquid to the battery, then the cooling liquid enters the driving part through the valve assembly, the cooling liquid flows through the driving part and then enters the radiator to be cooled, and the cooling liquid flowing out of the radiator further flows back to the second pump and the third pump through the valve assembly.

In some embodiments, with the compressor off, the first pump off, the second pump on, the third pump on, the first restriction in the closed state, the second restriction in the closed state, the third restriction in the closed state, the first shut-off valve off, the first check valve off, the valve assembly in communication with the drive member and the third pump, and the valve assembly in communication with the second pump and the battery cooler,

The second pump and the third pump convey the cooling liquid to the driving part to absorb heat of the driving part, and the heated cooling liquid flows through the battery to keep the battery warm.

In certain embodiments, the thermal management system further comprises a third throttling device, an outdoor heat exchanger, a first check valve and a drive member, the pump assembly further comprising a third pump, the third throttling device connecting the first shut-off valve, the water cooled condenser and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger and the second throttling device, the outdoor heat exchanger being connected with the third throttling device, the third pump connecting the valve assembly and the drive member;

In the case where the compressor is on, the first pump is on, the second pump is on, the third pump is on, the first throttling means is in a closed state, the second throttling means is in a throttled state, the third throttling means is in a throttled state, the first shut-off valve is closed, the first check valve is on and a valve assembly is in communication with the battery cooler and the third pump, and is in communication with the second pump and the driving member, the valve assembly is also in communication with the first pump and the warm air core,

The second pump and the third pump convey the cooling liquid heated by the driving part and the battery to the battery cooler, the first pump conveys the cooling liquid to the water-cooling condenser and the warm air core, the cooling medium is cooled when flowing through the water-cooling condenser under the action of the compressor so as to heat the cooling liquid flowing through the water-cooling condenser, the warm air core heats the passenger cabin of the vehicle, and the cooled cooling medium can flow through the battery cooler so as to absorb the heat of the cooling liquid flowing through the battery cooler to evaporate.

The vehicle provided by the embodiment of the application comprises the thermal management system and the vehicle body of any embodiment. The thermal management system is mounted on the vehicle body.

In the thermal management system and the vehicle provided by the embodiment of the application, the first throttling device is arranged to supplement enthalpy for the air suction of the compressor through the partial exhaust loop, so that the pressure of the refrigerant at the low pressure side is improved, the normal starting of the vehicle under the condition of extremely low temperature weather is ensured, the heating requirement is met, the energy consumption is reduced, and the structure is simple so as to save the manufacturing cost.

Additional aspects and advantages of the application 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 application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a schematic diagram of a thermal management system according to an embodiment of the present application;

FIG. 2 is another schematic structural view of a thermal management system according to an embodiment of the present application;

FIG. 3 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 4 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 5 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 6 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 7 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 8 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 9 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 10 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 11 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 12 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

FIG. 13 is a schematic diagram of yet another configuration of a thermal management system according to an embodiment of the present application;

Fig. 14 is a schematic structural view of a vehicle according to an embodiment of the present application.

Description of main reference numerals:

A thermal management system 100, a compressor 101, a water-cooled condenser 102, a battery cooler 103, a warm air core 104, a battery 105, a gas-liquid separator 106, an outdoor heat exchanger 107, a radiator 108, a driving part 109, an evaporator 110, a fan 111;

A first shut-off valve 121, a second shut-off valve 122, a first throttle device 131, a second throttle device 132, a third throttle device 133, a fourth throttle device 134;

Valve assembly 14, four-way valve 141, five-way valve 142, pump assembly 15, first pump 151, second pump 152, third pump 153, first check valve 161, second check valve 162,

Vehicle 1000 and vehicle body 200.

Detailed Description

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

In the description of the present application, 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", 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 application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically connected, electrically connected or can be communicated with each other; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

The following disclosure provides many different embodiments, or examples, for implementing different features of the application. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the application. Furthermore, the present application may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present application provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

Referring to fig. 1, a thermal management system 100 according to an embodiment of the present application is used in a vehicle 1000 (as shown in fig. 14), and the thermal management system 100 includes a compressor 101, a water-cooled condenser 102, a first shut-off valve 121, a battery cooler 103, a first throttling device 131, a second throttling device 132, a warm air core 104, a valve assembly 14, a pump assembly 15, and a battery 105.

The compressor 101 is connected with the refrigerant input end of the water-cooled condenser 102 and the first throttling device 131, the refrigerant output end of the water-cooled condenser 102 is connected with the first stop valve 121, the second throttling device 132 is connected with the first stop valve 121 and the refrigerant input end of the battery cooler 103, and the refrigerant output end of the battery cooler 103 is connected with the compressor 101.

The pump assembly 15 includes a first pump 151 and a second pump 152, the first pump 151 is connected to the water-cooled condenser 102 and the valve assembly 14, the second pump 152 is connected to the valve assembly 14 and the battery 105, the warm air core 104 is connected to the water-cooled condenser 102 and the valve assembly 14, and the battery cooler 103 is connected to the battery 105 and the valve assembly 14.

When the first compressor 101 is turned on, the first pump 151 is turned on, and/or the second pump 152 is turned on, the first throttling device 131 is in a throttling state, and the second throttling device 132 is in a first throttling state, the first stop valve 121 is turned on, the valve assembly 14 is communicated with the first pump 151 and the warm air core 104, and/or the valve assembly 14 is communicated with the second pump 152 and the cooling liquid output end of the battery cooler 103, the refrigerant flowing out of the compressor 101 flows back into the compressor 101 after passing through the water-cooled condenser 102, the first stop valve 121, the second throttling device 132 and the battery cooler 103 in sequence; the other path is returned to the compressor 101 after passing through the first throttling device 131.

The first pump 151 delivers cooling fluid to the water-cooled condenser 102 and the warm air core 104, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the cooling fluid flowing through the water-cooled condenser 102, so that the warm air core 104 heats the passenger compartment of the vehicle 1000, and/or the second pump 152 delivers cooling fluid to the battery 105, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the cooling fluid flowing through the water-cooled condenser 102, and the heated cooling fluid flows into the battery cooler 103 to heat the cooling fluid flowing through the battery 105, so that the battery 105 is heated.

The vehicle 1000 of the embodiment of the present application may be a hybrid vehicle or an electric vehicle, that is, the thermal management system 100 of the embodiment of the present application may be used for a hybrid vehicle or an electric vehicle. Thermal management system 100 may include a battery 105 and a drive component 109. The battery 105 may be used to provide power to a hybrid vehicle or an electric vehicle. In the embodiment of the present application, the driving part 109 may include electronic components such as a driving motor and a motor controller for driving and controlling the vehicle 1000.

It can be understood that new energy automobiles are being popularized in a large range at present, and in order to solve the problems of energy consumption increase and mileage decay at low temperature, the heat pump technology is gradually popularized on the new energy automobiles. In the related art, it is difficult for the vehicle 1000 to meet the heating requirement of the passenger compartment or the battery 105 under the condition of an extremely low temperature of-30 ℃.

In the thermal management system 100 and the vehicle 1000 provided in the embodiments of the present application, the arrangement of the first throttling device 131 can make the part of the exhaust circuit perform enthalpy compensation on the intake air of the compressor 101, improve the pressure of the low-pressure side refrigerant, ensure that the vehicle 1000 can be normally started under the condition of extremely low temperature weather and simultaneously can meet the heating requirement, reduce the energy consumption, and have a simple structure so as to save the manufacturing cost.

In such an embodiment, the thermal management system 100 may have a first mode of operation, namely a heating mode at ultra-low temperatures.

In certain embodiments, the thermal management system 100 may further include a gas-liquid separator 106, the gas-liquid separator 106 being connected at an inlet of the compressor 101. In certain embodiments, the thermal management system 100 may further include an outdoor heat exchanger 107, a radiator 108, a driving member 109, an evaporator 110, a third throttling device 133, a fourth throttling device 134, a second shut-off valve 122, a first check valve 161, and a second check valve 162. The pump assembly 15 may further include a third pump 153. The radiator 108 is connected to the valve assembly 14 and the driving part 109. The outdoor heat exchanger 107 is connected to the third throttle device 133, the first check valve 161, and the second shut-off valve 122. And the second shut-off valve 122 is connected to the compressor 101 through the gas-liquid separator 106. The first check valve 161 is also connected to the second shut-off valve 122, the fourth throttling device 134 and the second throttling device 132. The third throttle device 133 is also connected to the first shut-off valve 121 and the water-cooled condenser 102. The third pump 153 connects the valve assembly 14 and the driving part 109, and the driving part 109 is also connected with the valve assembly 14. The evaporator 110 is connected to the fourth throttle 134 and the second check valve 162, and the second check valve 162 is connected to the battery cooler 103 and the gas-liquid separator 106.

In some embodiments, the thermal management system 100 may further include a third throttling device 133 and a fourth throttling device 134 in addition to the first throttling device 131 and the second throttling device 132, where in the embodiments of the application, the throttling device may have three states, namely, a fully opened state, a throttled state, and a closed state, and in the fully opened state, the refrigerant may be allowed to directly pass through the device, and in the throttled state, the throttling device throttles the refrigerant, and in the closed state, the throttling device does not allow the refrigerant to pass through the device.

In certain embodiments, valve assembly 14 may include a four-way valve 141 and a five-way valve 142. The first end a1 of the four-way valve 141 is connected to the warm air core 104, the second end a2 of the four-way valve 141 is connected to the first pump 151, the third end a3 of the four-way valve 141 is connected to the radiator 108, and the fourth end a4 of the four-way valve 141 is connected to the five-way valve 142. The first end b1 of the five-way valve 142 is connected to the radiator 108 and the driving member 109, the second end b2 of the five-way valve 142 is connected to the third pump 153, the third end b3 of the five-way valve 142 is connected to the second pump 152, the fourth end b4 of the five-way valve 142 is connected to the battery cooler 103, and the fifth end b5 of the five-way valve 142 is connected to the fourth end b4 of the four-way valve 141.

Specifically, in the first operation mode, the first end a1 of the four-way valve 141 is connected to the second end a2, and the third end b3 of the five-way valve 142 is connected to the fourth end b4. Specifically, the refrigerant is output from the compressor 101, one path of refrigerant passes through the water-cooled condenser 102 to transfer heat to the cooling liquid in the water-cooled condenser 102, the refrigerant flowing out of the water-cooled condenser 102 enters the battery cooler 103 through the first stop valve 121 and the second throttling device 132, and then flows into the gas-liquid separator 106 and flows back into the compressor 101 for the next cycle; the other path of refrigerant flows back from the first throttling device 131 to the gas-liquid separator 106 and flows back to the compressor 101 for the next circulation, and the part of refrigerant supplements medium pressure gas in the middle cavity compressed by the compressor 101, so that the exhaust gas quantity is increased, the exhaust gas temperature is reduced, the heating capacity is improved, and the compressor 101 of the thermal management system 100 can provide enough heating capacity in an extremely low temperature environment.

When the first pump 151 is turned on, the first pump 151 circularly sends the coolant to the water-cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water-cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid from which heat is released flows out from the warm air core 104, then flows from the first end a1 to the second end a2 of the four-way valve 141, and flows out from the second end a2 to the first pump 151 for the next cycle. It should be noted that the direction of the arrows in fig. 1 represents the flow direction of the cooling liquid and the refrigerant.

When the second pump 152 is turned on, the second pump 152 may output the coolant to the battery cooler 103, and since the pressure of the refrigerant throttled by the second throttle 132 may be increased by the discharge of the compressor 101, the coolant flowing through the battery cooler 103 may be heated, the heated coolant may flow to the battery 105, and the coolant may transfer heat absorbed from the driving part 109 to the battery 105 to heat the battery 105. The coolant may then flow from the third end b3 of the five-way valve 142 to the fourth end b4 and then to the second pump 152 to complete the cycle. It should be noted that the direction of the arrows in fig. 1 represents the flow direction of the cooling liquid.

It should be noted that the opening of the first pump 151 and the second pump 152 may be controlled according to actual requirements. In certain embodiments, in the first mode of operation, the first pump 151 is on and the second pump 152 is off, such that heating of the passenger compartment in an extremely low temperature environment may be achieved. In certain embodiments, in the first mode of operation, the first pump 151 is off and the second pump 152 is on, such that heating of the battery 105 in an extremely low temperature environment may be achieved. In certain embodiments, in the first mode of operation, both the first pump 151 and the second pump 152 are on, such that heating of the passenger compartment and the battery 105 in an extremely low temperature environment may be achieved.

Referring to fig. 1, an external temperature sensor 211 may be further disposed on a heat dissipation module formed by the outdoor heat exchanger 107 and the heat sink 108, for detecting an external temperature of the passenger compartment. Also, a first temperature sensor 212 is provided at the outlet of the outdoor heat exchanger 107 for collecting the outlet temperature of the outdoor heat exchanger 107, a second temperature sensor 213 is provided at the outlet of the compressor 101 for detecting the temperature at the outlet of the compressor 101, and a low pressure sensor 214 is provided at the inlet of the gas-liquid separator 106 for detecting the pressure of the refrigerant returning to the gas-liquid separator 106 and the compressor 101. Also provided on the surface of the evaporator 110 is a surface temperature sensor 215 for detecting the surface temperature of the evaporator 110. A third temperature sensor 216 is provided at the outlet of the evaporator 110 for detecting the surface temperature at the outlet of the evaporator 110. A first water temperature sensor 217 is also provided at the outlet of the battery 105 for detecting the temperature of the coolant flowing out of the battery 105. A fourth temperature sensor 218 is provided at the refrigerant output end of the battery cooler 103 to detect the temperature of the refrigerant flowing out of the battery cooler 103. A second water temperature sensor 219 for detecting the temperature of the coolant flowing into the driving part 109 is also provided at the inlet of the driving part 109. A pressure temperature sensor 220 is also provided on the water-cooled condenser 102 for monitoring the temperature and pressure of the refrigerant flowing out of the water-cooled condenser 102.

Referring to fig. 2, in some embodiments, when the first compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a second throttling state, the first shut-off valve 121 is turned on, the valve assembly 14 communicates the first pump 151 with the warm air core 104, and the valve assembly 14 is further connected to the second pump 152 and the battery cooler 103, the second throttling device 132 is in a second throttling state with a smaller opening degree than the first throttling state.

The refrigerant flowing out of the compressor 101 flows back into the compressor 101 after passing through the water-cooled condenser 102, the first shutoff valve 121, the second throttle device 132, and the battery cooler 103 in this order. The first pump 151 delivers the coolant to the water-cooled condenser 102 and the warm air core 104, and the coolant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the coolant flowing through the water-cooled condenser 102, so that the warm air core 104 heats the passenger compartment of the vehicle 1000. The second pump 152 supplies the cooling liquid to the battery 105, and the refrigerant flows through the battery cooler 103 by the compressor 101 to cool the cooling liquid flowing through the battery cooler 103, thereby cooling the battery 105.

In this way, the refrigerant enters the battery cooler 103 for cooling under the action of the compressor 101, and the cooled refrigerant flows into the evaporator 110 for evaporation and heat absorption to cool the passenger compartment of the vehicle 1000. The coolant releases heat at the warm air core 104 to heat the passenger compartment of the vehicle 1000.

In such an embodiment, the thermal management system 100 may have a second mode of operation, which is battery 105 cooling and passenger compartment heating modes.

Specifically, in the second operation mode, the first end a1 of the four-way valve 141 is connected to the second end a2, and the third end b3 of the five-way valve 142 is connected to the fourth end b4. The refrigerant is output from the compressor 101, the refrigerant passes through the water-cooled condenser 102 to transfer heat to the cooling liquid in the water-cooled condenser 102, then the opening degree of the second throttling device 132 is smaller through the first stop valve 121 and the second throttling device 132, the refrigerant flowing into the battery cooler 103 and the cooling liquid are subjected to heat exchange, absorb heat and gasification to cool the battery 105, the gasified refrigerant flows out from the refrigerant output end of the battery cooler 103 and then enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next circulation.

At the same time, the first pump 151 circularly sends the coolant to the water-cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water-cooled condenser 102, and the coolant releases heat at the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid from which heat is released flows out from the warm air core 104, then flows from the first end a1 to the second end a2 of the four-way valve 141, and flows out from the second end a2 to the first pump 151 for the next cycle.

The second pump 152 may output the cooling liquid to the battery cooler 103, the cooling liquid flowing through the battery cooler 103 may be cooled, and the cooled cooling liquid flows to the battery 105 to cool the battery 105. The coolant may then flow from entering the battery cooler 103, through the fourth end b4 of the five-way valve 142 to the third end b3, and then to the second pump 152 for the next time. It should be noted that the direction of the arrows in fig. 2 represents the flow direction of the cooling liquid.

Referring to fig. 3, in some embodiments, the thermal management system 100 includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161, an evaporator 110, and a fourth throttling device 134, the third throttling device 133 connecting the water cooled condenser 102 and the outdoor heat exchanger 107, the first check valve 161 connecting the first shut-off valve 121, the outdoor heat exchanger 107, the fourth throttling device 134, and the second throttling device 132, the evaporator 110 connecting the compressor 101 and the fourth throttling device 134.

With the compressor 101 on, the valve assembly 14 and the pump assembly 15 both closed, the first throttle device 131 in the closed state, the second throttle device 132 in the closed state, the third throttle device 133 in the fully open state, the fourth throttle device 134 in the throttled state, the first shut-off valve 121 closed and the first check valve 161 open, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, and the cooled refrigerant flows through the evaporator 110 to be evaporated and absorbed heat to cool the passenger compartment of the vehicle 1000.

In this way, the refrigerant enters the outdoor heat exchanger 107 to be cooled by the compressor 101, and the cooled refrigerant flows into the evaporator 110 to evaporate and absorb heat, so as to cool the passenger compartment of the vehicle 1000.

In such an embodiment, the thermal management system 100 may have a third mode of operation, which is a single air conditioning cooling mode, to effect cooling of the passenger compartment.

Specifically, in the third operation mode, the refrigerant is output from the compressor 101, flows through the water-cooled condenser 102 (when the first pump 151 is turned off, the water-cooled condenser 102 does not perform heat exchange basically), enters the outdoor heat exchanger 107 through the third throttling device 133 to perform liquefaction and heat release, then enters the evaporator 110 through the first one-way valve 161 and the fourth throttling device 134, the evaporator 110 cools the passenger compartment, that is, the refrigerant in the evaporator 110 can absorb the heat of the passenger compartment, the refrigerant absorbs the heat and gasifies, the gasified refrigerant flows out from the evaporator 110, and the refrigerant flows out to the gas-liquid separator 106 and returns to the compressor 101 for the next cycle. Note that the direction of the arrow in fig. 3 represents the flow direction of the refrigerant.

Referring to fig. 4, in some embodiments, when the compressor 101 is turned on, the first pump 151 is turned off, the second pump 152 is turned on, the first throttling device 131 is turned off, the second throttling device 132 is in a throttling state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a throttling state, the first stop valve 121 is turned off, the first check valve 161 is opened, and the valve assembly 14 is connected to the second pump 152 and the coolant input end of the battery cooler 103, the coolant flowing out of the compressor 101 sequentially passes through the water-cooled condenser 102, the third throttling device 133 and the first check valve 161, one path of coolant flows back to the compressor 101 after passing through the second throttling device 132 and the battery cooler 103, and the other path of coolant flows back to the compressor 101 after passing through the fourth throttling device 134 and the evaporator 110.

The second pump 152 conveys the cooling liquid to the battery 105 and then flows through the battery cooler 103, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, when part of the cooled refrigerant flows through the battery cooler 103, heat exchange is performed between the cooled refrigerant and the cooling liquid flowing through the battery cooler 103 to cool the cooling liquid, so that the battery 105 is cooled, and the other part of the cooled refrigerant flows into the evaporator 110 to evaporate and absorb heat to refrigerate a passenger cabin of the vehicle 1000.

In this manner, a dual cooling mode for cooling the passenger compartment and for cooling the battery 105 may be achieved.

In such an embodiment, the thermal management system 100 may have a fourth mode of operation, i.e., a dual cooling mode of air conditioning cooling and battery 105 cooling, so that cooling of the passenger compartment and battery 105 may be achieved. Specifically, in the fourth operation mode, the refrigerant is output from the compressor 101, flows through the water-cooled condenser 102 (when the first pump 151 is turned off, the water-cooled condenser 102 does not substantially exchange heat), enters the outdoor heat exchanger 107 through the third throttling device 133, releases heat by liquefaction, and flows to the first check valve 161.

Part of the refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 absorbs heat by heat exchange with the cooling liquid to cool the battery 105, the gasified refrigerant flows out of the refrigerant output end of the battery cooler 103 and enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next circulation.

The other part of the refrigerant flowing out of the first check valve 161 enters the evaporator 110 through the fourth throttling device 134, the refrigerant flowing into the evaporator 110 exchanges heat with the air in the passenger compartment in the vehicle in the evaporator 110 to absorb heat and gasify so as to cool the air in the vehicle, and the gasified refrigerant flows out of the evaporator 110 and enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next cycle. That is, the two refrigerants split from the first check valve 161 may be finally merged into the gas-liquid separator 106, and then enter the compressor 101 to enter the next cycle.

Meanwhile, in the fourth operation mode, the third and fourth ends b3 and b4 of the five-way valve 142 communicate. The second pump 152 circularly conveys the cooling liquid to the battery 105 to take away the heat generated by the battery 105, the cooling liquid enters the battery cooler 103 to transfer the heat to the refrigerant, and the cooling liquid enters the third end b3 and flows out of the fourth end b4 of the five-way valve 142, and the cooling liquid enters the second pump 152 to be circulated next. It should be noted that the direction of the arrows in fig. 4 represents the flow direction of the cooling liquid and the refrigerant.

Referring to fig. 5, in some embodiments, when the compressor 101 is turned on, the first pump 151 is turned off, the second pump 152 is turned on, the first throttling device 131 is turned off, the second throttling device 132 is in a throttled state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a closed state, the first stop valve 121 is closed, the first check valve 161 is opened, and the valve assembly 14 communicates the second pump 152 with the battery cooler 103, the refrigerant flowing out of the compressor 101 flows back to the compressor 101 after passing through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132, and the battery cooler 103 in order.

The second pump 152 delivers the cooling liquid to the battery 105 and then flows through the battery cooler 103, and the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled, and the cooled refrigerant exchanges heat with the cooling liquid flowing through the battery cooler 103 when flowing through the battery cooler 103 to cool the cooling liquid, thereby cooling the battery 105.

In this way, the second pump 152 delivers the cooled coolant to the battery 105 and then flows through the battery cooler 103, thereby cooling the battery 105.

In such an embodiment, the thermal management system 100 may have a fifth mode of operation, i.e., a battery 105 cooling mode, and specifically, in the fifth mode of operation, the third end b3 of the five-way valve 142 communicates with the fourth end b4. The refrigerant is output from the compressor 101, flows through the water-cooled condenser 102 (when the first pump 151 is turned on, the water-cooled condenser 102 exchanges heat), enters the outdoor heat exchanger 107 through the third throttling device 133, releases heat by liquefaction, and flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 exchanges heat with the cooling liquid to gasify and absorb heat so as to cool the battery 105, and the gasified refrigerant flows out of the refrigerant output end of the battery cooler 103 and enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next circulation.

Meanwhile, under the action of the second pump 152, the second pump 152 circularly conveys the cooling liquid to the battery 105 through the battery cooler 103 to take away the heat generated by the battery 105, the cooling liquid with the taken away heat flows to the fourth end b4 through the third end b3 of the five-way valve 142, finally enters the battery cooler 103 to carry out the next canal, and the cooling liquid exchanges heat with the cooling medium to enable the cooling medium to absorb heat and gasify. It should be noted that the direction of the arrows in fig. 5 represents the flow directions of the coolant and the refrigerant.

Referring to fig. 6, in some embodiments, in the case where the compressor 101 is turned on, the first pump 151 is turned on, the second pump 152 is turned on, the first throttling device 131 is in a closed state, the second throttling device 132 is in a throttled state, the third throttling device 133 is in a fully opened state, the fourth throttling device 134 is in a closed state, the first shut-off valve 121 is closed, the first check valve 161 is opened, the valve assembly 14 communicates the first pump 151 with the warm air core 104, and the valve assembly 14 communicates the second pump 152 with the coolant input of the battery cooler 103, the coolant flowing out of the compressor 101 flows back to the compressor 101 after passing through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132, and the battery cooler 103 in this order.

The second pump 152 delivers the cooling liquid flowing through the battery 105 to the battery cooler 103, the first pump 151 delivers the cooling liquid to the warm air core 104, the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 and then enters the outdoor heat exchanger 107 to be cooled so as to deicing the outdoor heat exchanger 107, the cooled refrigerant enters the battery cooler 103 to exchange heat with the cooling liquid flowing through the battery cooler 103 to absorb heat and evaporate, and the evaporated refrigerant flows into the compressor 101 from the refrigerant output end of the battery cooler 103.

In this way, the outdoor heat exchanger 107 is efficiently deiced by the high-temperature and high-pressure refrigerant flowing out of the compressor 101, and the waste heat generated by the battery 105 can be brought into the battery cooler 103 by the cooling liquid to evaporate the refrigerant flowing through the battery cooler 103, so that the function of deicing the outdoor heat exchanger 107 by using the heat of the battery 105 is realized.

In such an embodiment, the thermal management system 100 may have a sixth mode of operation, i.e., the outdoor heat exchanger 107 deicing mode, specifically, in the sixth mode of operation, the first end a1 of the four-way valve 141 communicates with the second end a2 and the third end b3 of the five-way valve 142 communicates with the fourth end b4. The refrigerant flows through the water-cooled condenser 102 by the compressor 101 and then enters the outdoor heat exchanger 107 from the third throttling device 133 to deice the outdoor heat exchanger 107. Then, the refrigerant flows out of the first check valve 161, enters the battery cooler 103 through the second throttling device 132, enters the battery cooler 103, exchanges heat with the cooling liquid flowing through the battery cooler 103 to absorb heat and evaporate, and flows into the gas-liquid separator 106 from the refrigerant output end of the battery cooler 103 to flow back to the evaporator 110.

In the sixth mode of operation, the fourth end b4 of the five-way valve 142 communicates with the third end b 3. The second pump 152 delivers the cooling fluid flowing through the battery 105 to the battery cooler 103 to carry away the waste heat of the battery cooler 103, the heated cooling fluid enters the battery cooler 103 and can exchange heat with the refrigerant to heat the refrigerant, and the cooled cooling fluid enters from the fourth end b4 of the five-way valve 142 and flows out to the second pump 152 through the third end of the five-way valve 142 for the next cycle.

It should be noted that, in the sixth operation mode, the cooling liquid in the water-cooled condenser 102 may not flow or the temperature of the cooling liquid flowing through the water-cooled condenser 102 is higher than the temperature of the refrigerant, so that the refrigerant does not exchange heat with the outside when flowing through the water-cooled condenser 102, thereby ensuring that the refrigerant flowing into the outdoor heat exchanger 107 is a high-temperature and high-pressure gaseous refrigerant, and when the refrigerant flows into the battery cooler 103, the liquid refrigerant is evaporated by the heat generated by the battery 105 flowing through the battery cooler 103, so that the outdoor heat exchanger 107 is deiced by the waste heat of the battery 105.

In order to avoid condensation of the refrigerant in the water-cooled condenser 102 and thus reduce the deicing effect on the outdoor heat exchanger 107, in the sixth operation mode, the first end a1 and the second end a2 of the four-way valve 141 are communicated. The first pump 151 may deliver the cooling fluid into the water-cooled condenser 102, and the cooling fluid flows from the water-cooled condenser 102 into the warm air core 104 to heat the passenger compartment, then flows to the first end a1 of the four-way valve 141, and flows out from the second end a2 of the four-way valve 141 to the first pump 151 to enter the next cycle. Wherein, the temperature of the cooling liquid flowing through the water-cooled condenser 102 is higher than the temperature of the cooling medium flowing through the water-cooled condenser 102. In this way, the cooling liquid heats the air in the passenger cabin, and meanwhile, the cooling liquid can also be prevented from exchanging heat with the refrigerant when flowing through the water-cooled condenser 102, so that the deicing effect is poor due to insufficient heat of the refrigerant. Note that the direction of the arrows in fig. 6 represents the flow directions of the coolant and the refrigerant.

Referring to fig. 7 and 8, in some embodiments, with the compressor 101 on, the first pump 151 on, the second pump 152 off, the first throttling device 131 off, the second throttling device 132 off, the third throttling device 133 throttled, the fourth throttling device 134 throttled, the first shut-off valve 121 off, and the valve assembly 14 communicating the first pump 151 with the warm air core 104, the refrigerant flowing from the compressor 101 cools within the water-cooled condenser 102 to heat the coolant flowing through the water-cooled condenser 102, the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000, the cooled refrigerant in the water-cooled condenser 102 is able to flow through the outdoor heat exchanger 107 and the evaporator 110, and the cooled refrigerant absorbs heat and evaporates to condense the humid air within the passenger compartment to dehumidify the passenger compartment while flowing through the evaporator 110.

In this way, the refrigerant flowing out of the compressor 101 can heat the coolant flowing through the water-cooled condenser 102, and the refrigerant cooled in the water-cooled condenser 102 absorbs heat and evaporates to condense the humid air in the passenger compartment while flowing through the evaporator 110. In this way, the cooling of the evaporator 110 can accelerate the condensation of the moisture in the passenger compartment to perform the effect of rapid dehumidification, and meanwhile, the heated cooling liquid flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000, so that the influence of the too low temperature in the passenger compartment in the dehumidification process on the user experience can be avoided.

In such an embodiment, the thermal management system 100 may have a seventh operating mode, i.e., a dehumidification mode, and specifically, in the seventh operating mode, the first end a1 of the four-way valve 141 communicates with the second end a2. The first pump 151 sends the coolant to the water-cooled condenser 102, and the coolant discharged from the compressor 101 is cooled in the water-cooled condenser 102 to heat the coolant flowing through the water-cooled condenser 102, and the heated coolant flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000.

Specifically, the compressor 101 starts to output the refrigerant, the refrigerant is a high-temperature and high-pressure liquid, the refrigerant flows into the water-cooled condenser 102, the refrigerant is cooled in the water-cooled condenser 102 for the first time to heat the cooling liquid flowing through the water-cooled condenser 102, then the refrigerant after the first cooling flows into the outdoor heat exchanger 107 through the third throttling device 133 to cool the refrigerant for the second time, the refrigerant after the second cooling flows out of the outdoor heat exchanger 107 and flows into the evaporator 110 to absorb heat and evaporate so as to condense the wet air in the passenger compartment, and finally the refrigerant flows out of the evaporator 110 and flows into the gas-liquid separator 106 and finally flows back into the compressor 101 to circulate next time.

The cooling liquid flows in from the first end a1 of the four-way valve 141, flows out from the second end a2 of the four-way valve 141 to the first pump 151, the first pump 151 conveys the cooling liquid to the water-cooled condenser 102, at this time, the cooling liquid is heated by the refrigerant in the water-cooled condenser 102, the cooling liquid flows out from the water-cooled condenser 102 to the warm air core 104, and the heated cooling liquid can heat the air in the driver's cabin of the vehicle 1000 in the warm air core 104 to maintain the temperature in the passenger cabin.

In one embodiment, in the seventh operating mode, the first shut-off valve 121 is closed and the first check valve 161 is opened, and the first end a1 of the four-way valve 141 communicates with the second end a2. The refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101, and the refrigerant flowing out of the water-cooled condenser 102 may flow through the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161 and the fourth throttling device 134, then flow through the evaporator 110, and finally flow back to the compressor 101, in which case it may be regarded as the outdoor heat exchanger 107 and the evaporator 110 being connected in series, as shown in fig. 7.

More specifically, the compressor 101 starts to output the refrigerant, the refrigerant is a high-temperature and high-pressure liquid, the refrigerant flows into the water-cooled condenser 102, the refrigerant heats the cooling liquid flowing through the water-cooled condenser 102 in the water-cooled condenser 102, then the refrigerant after the first cooling flows into the outdoor heat exchanger 107 through the third throttling device 133 to be cooled for the second time, the refrigerant after the second cooling flows out of the outdoor heat exchanger 107 and flows into the evaporator 110 through the first one-way valve 161 and the fourth throttling device 134 to absorb heat and evaporate so as to condense the wet air in the passenger cabin, and finally the refrigerant flows out of the evaporator 110 into the gas-liquid separator 106 and finally flows back into the compressor 101 to be circulated for the next time.

In another embodiment, the thermal management system 100 may include a second shut-off valve 122, the second shut-off valve 122 connecting the outdoor heat exchanger 107, the compressor 101, and the second throttle device 132. In the seventh operation mode, both the first shut-off valve 121 and the second shut-off valve 122 are opened, and the first end a1 of the four-way valve 141 communicates with the second end a2. The refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101, and one path of refrigerant flowing out of the water-cooled condenser 102 flows through the third throttling device 133, the outdoor heat exchanger 107, the first one-way valve 161 and the fourth throttling device 134, flows through the evaporator 110 and finally flows back to the compressor 101; the other refrigerant flowing out of the water-cooled condenser 102 flows through the first shut-off valve 121 and the fourth throttling device 134, flows through the evaporator 110, and finally flows back to the compressor 101. In this case, the outdoor heat exchanger 107 and the evaporator 110 can be regarded as being connected in parallel as shown in fig. 8.

More specifically, the compressor 101 starts to output a refrigerant, the refrigerant is a high-temperature and high-pressure gas at this time, the refrigerant flows into the water-cooled condenser 102, the refrigerant cools in the water-cooled condenser 102 and heats the cooling liquid flowing through the water-cooled condenser 102, then the refrigerant flows out of the water-cooled condenser 102, a part of the refrigerant after flowing out flows into the outdoor heat exchanger 107 through the third throttling device 133 to evaporate and absorb heat, and then flows into the gas-liquid separator 106 through the second stop valve 122 to flow back into the compressor 101 for the next cycle; the other part of the refrigerant flowing out of the water-cooled condenser 102 flows through the first stop valve 121, flows into the evaporator 110 from the third throttling device 133 to evaporate and absorb heat so as to condense the wet air in the passenger compartment, finally flows out of the evaporator 110, flows into the gas-liquid separator 106 to be combined with the part of the refrigerant, and finally flows back into the compressor 101 to be circulated next time.

In the parallel and series cases, the flow direction of the cooling liquid is identical, and the description is referred to above, and will not be repeated here.

In summary, the refrigerant cooled in the water-cooled condenser 102 can flow through the outdoor heat exchanger 107 and the evaporator 110, and absorb heat to evaporate through the evaporator 110 to condense the humid air in the passenger compartment. In this way, the cooling of the evaporator 110 can accelerate the condensation of the moisture in the passenger compartment to perform a rapid dehumidification function, and the heating of the warm air core 104 can avoid the influence of the low temperature in the passenger compartment on the user experience in the dehumidification process.

Referring to fig. 9, in some embodiments, the thermal management system 100 includes a third throttling device 133, an outdoor heat exchanger 107, and a second shut-off valve 122, the third throttling device 133 connects the water cooled condenser 102 and the outdoor heat exchanger 107, the second shut-off valve 122 connects the outdoor heat exchanger 107 and the compressor 101, and the second throttling device 132 connects the outdoor heat exchanger 107 and the second shut-off valve 122.

When the compressor 101 is on, the first pump 151 is on, the second pump 152 is off, the first throttle device 131 is in the closed state, the second throttle device 132 is in the closed state, the third throttle device 133 is in the throttle device, the first shutoff valve 121 is in the closed state, the second shutoff valve 122 is in the open state, and the valve assembly 14 communicates the first pump 151 with the warm air core 104, the refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the third throttle device 133, the outdoor heat exchanger 107, and the second shutoff valve 122 in this order, and then flows back to the compressor 101.

The first pump 151 delivers the cooling liquid to the water-cooled condenser 102 and the warm air core 104, and the refrigerant flows through the water-cooled condenser 102 under the action of the compressor 101 to heat the cooling liquid flowing through the water-cooled condenser 102, and the heated cooling liquid flows into the warm air core 104 to heat the passenger compartment of the vehicle 1000.

As such, the first pump 151 delivers the cooling fluid to the water cooled condenser 102 and the warm air core 104 may enable passenger compartment heating.

In such an embodiment, the thermal management system 100 may have an eighth mode of operation, namely a passenger compartment heating mode. Specifically, in the eighth operation mode, the first end a1 and the second end a2 of the four-way valve 141 communicate. In the eighth operation mode, the refrigerant is output from the compressor 101, and the refrigerant flows through the water-cooled condenser 102 to transfer heat to the cooling liquid in the water-cooled condenser 102, and the refrigerant flowing out of the water-cooled condenser 102 enters the outdoor heat exchanger 107 through the third throttling device 133 and flows to the second stop valve 122, then flows into the gas-liquid separator 106 and flows back to the compressor 101 for the next cycle.

When the first pump 151 is turned on, the first pump 151 circularly sends the coolant to the water-cooled condenser 102, the coolant enters the warm air core 104 after absorbing heat in the water-cooled condenser 102, and the coolant releases heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid from which heat is released flows out from the warm air core 104, then flows from the first end a1 to the second end a2 of the four-way valve 141, and flows out from the second end a2 to enter the first pump 151 to circulate. Note that the directions of arrows in fig. 9 represent the flow directions of the coolant and the refrigerant.

Referring to fig. 10, in some embodiments, the pump assembly 15 further includes a third pump 153, the thermal management system 100 further includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161, a radiator 108, and a driving member 109, the third throttling device 133 is connected to the first shut-off valve 121, the water-cooled condenser 102, and the outdoor heat exchanger 107, the first check valve 161 is connected to the first shut-off valve 121, the outdoor heat exchanger 107, and the second throttling device 132, the outdoor heat exchanger 107 is connected to the third throttling device 133, the radiator 108 is connected to the valve assembly 14 and the driving member 109, and the third pump 153 is connected to the valve assembly 14 and the driving member 109.

With the compressor 101 on, the first pump 151 on, the second pump 152 on, the third pump 153 on, the first throttle device 131 in the closed state, the second throttle device 132 in the throttled state, the third throttle device 133 in the throttled state, the first shut-off valve 121 closed, the first check valve 161 open, the valve assembly 14 communicating with the warm air core 104 and the third pump 153, and also communicating with the radiator 108 and the first pump 151, the refrigerant flowing out of the compressor 101 flows through the water-cooled condenser 102, the third throttle device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttle device 132, the battery cooler 103 in this order, and then flows back to the compressor 101.

The second pump 152 supplies the battery 105 and the battery cooler 103 with the coolant, the third pump 153 and/or the first pump 151 supplies the coolant to the water-cooled condenser 102, the coolant flowing out from the compressor 101 is cooled in the water-cooled condenser 102 for the first time, the coolant after the first time can flow through the outdoor heat exchanger 107 to be cooled for the second time, the coolant after the second time can flow through the battery cooler 103 to absorb heat by evaporation to cool the coolant flowing through the battery cooler 103, and the second pump 152 supplies the cooled coolant to the battery 105 to cool the battery 105.

In this way, the driving part 109 can take away the heat of the first cooling of the refrigerant, and then the outdoor heat exchanger 107 can take away the heat of the second cooling, and the refrigerant is sufficiently cooled by two-stage cooling, so that the refrigerant after two-stage cooling evaporates in the battery cooler 103 to cool the liquid flowing through the battery cooler 103, thereby efficiently cooling the battery 105, improving the heat dissipation capability of the battery 105, and improving the charging speed of the battery 105.

In such an embodiment, the thermal management system 100 may have a ninth operation mode, i.e., a super cooling mode for the battery 105, specifically, in the ninth operation mode, the first end a1 of the four-way valve 141 is connected to the fourth end a4, and the third end a3 of the four-way valve 141 is connected to the second end a2. The third end b3 of the five-way valve 142 communicates with the fourth end b4, and the fifth end b5 of the five-way valve 142 communicates with the second end b2. The refrigerant is output from the compressor 101, and when flowing through the water-cooled condenser 102, the refrigerant heats the cooling liquid flowing through the water-cooled condenser 102, and the refrigerant after the first cooling enters the outdoor heat exchanger 107 through the third throttling device 133 to be liquefied and released heat, and flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant and the cooling liquid flowing through the battery cooler 103 are cooled, finally, the refrigerant flows out of the refrigerant output end of the battery cooler 103 and enters the gas-liquid separator 106, and finally, the refrigerant returns to the compressor 101 for the next circulation. In this process, the refrigerant is cooled twice to sufficiently cool the refrigerant, so that the refrigerant can efficiently absorb the heat of the second group of cooling liquid after entering the battery cooler 103.

Simultaneously with the circulation of the refrigerant, the first pump 151 and the third pump 153 are turned on, or only one of the first pump 151 and the third pump 153 is turned on, so that the cooling liquid flowing through the water-cooled condenser 102 absorbs heat and then enters the warm air core 104207, and the cooling liquid then flows out of the warm air core 104, flows from the first end a1 to the fourth end a4 of the four-way valve 141, flows out of the fourth end a4 to enter the five-way valve 142, flows from the fifth end b5 to the second end b2 of the five-way valve 142, and flows out of the second end b2 to enter the third pump 153. The set of coolant flowing from the third pump 153 flows to the driving part 109 to transfer heat to the driven elements, and then flows to the radiator 108 to be further cooled so that the first set of coolant is lower in temperature, and finally flows from the radiator 108, and then flows from the third end a3 of the four-way valve 141 to the second end a2 to enter the first pump 151 for the next cycle. In this process, after the cooling liquid absorbs the heat of the refrigerant in the water-cooled condenser 102, the heat is transferred to the driving part 109 and the radiator 108, respectively, and the cooling liquid is cooled significantly, so that the cooling liquid can absorb more heat of the refrigerant in the water-cooled condenser 102.

In the case where the first pump 151 is turned on, the third pump 153 may be turned on to push the accelerated coolant flow, or may not be turned on to push the coolant flow only by the first pump 151. Similarly, in the case where the third pump 153 is turned on, the first pump 151 may be turned on to promote the flow of the accelerated coolant, or may not be turned on to promote the flow of the coolant by the third pump 153 alone.

At the same time, the second pump 152 is turned on, the second pump 152 can circularly convey another set of cooling liquid to the battery 105 to take away the heat generated by the battery 105, the taken away heat is introduced into the battery cooler 103 through the cooling liquid to transfer the heat to the refrigerant, and then the cooling liquid flows from the third end b3 to the fourth end b4 of the five-way valve 142 to enter the second pump 152 for the next circulation. Note that the direction of the arrows in fig. 10 represents the flow directions of the coolant and the refrigerant.

In summary, the driving part 109 and the radiator 108 take away the heat of the refrigerant, and the outdoor heat exchanger 107 takes away the heat of the refrigerant, so that the refrigerant is sufficiently cooled by multiple times of cooling, and the cooled refrigerant is evaporated in the battery cooler 103 to cool the cooling liquid flowing through the battery cooler 103, so that the battery 105 is efficiently cooled and radiated, the radiating capacity of the battery 105 is improved, and the charging speed of the battery 105 is also improved.

In certain embodiments, the drive component 109 may include a control device, a drive motor, and a decelerator, the control device being electrically connected to the drive motor and the decelerator and in turn communicating through a coolant line, the third pump 153 for delivering coolant to the drive motor and the decelerator.

Specifically, the driving motor and the decelerator may be connected in series, and the control device may be connected in parallel with the driving motor and the decelerator. When the driving part 109 is in operation and a heat generation phenomenon occurs, it is necessary to perform heat radiation and cooling of the driving part 109 in order to ensure the operation performance and the service life of the driving part 109.

In some embodiments, the drive motor comprises a front motor and a rear motor, the decelerator comprises a front decelerator and a rear decelerator, the front motor and the rear motor are connected in parallel, the front motor and the front decelerator are connected in series, and the rear decelerator is connected in series with the rear motor.

Specifically, the drive motor is mainly used to convert electric energy of a power source into mechanical energy to drive wheels and the rest of the apparatus to start, stop, accelerate, decelerate, or the like the vehicle 1000. Common drive motors may be dc motors, ac asynchronous motors, permanent magnet motors, and switched reluctance motors. The driving motor generates heat after long-time operation, so that the driving motor needs to be cooled.

The main function of the speed reducer is to reduce the speed and increase the torque, and under the condition of certain power, the speed reducer can reduce the transmission speed and obtain higher output torque, thereby obtaining larger driving force. When the speed reducer is driven, heat can be generated in friction drive of the gear, and the speed reducer is required to be cooled in order to avoid damage caused by long-time operation of the speed reducer in a high-temperature environment.

In certain embodiments, the drive component 109 further includes a front motor controller and a rear motor controller, the front motor controller being in series with the rear motor, the rear motor controller being in series with the rear motor. The front motor controller and the rear motor controller can record images along the way of the running process of the vehicle 1000, and can also detect the distance between the vehicle 1000 and surrounding objects to avoid collision. The image processing unit may be a camera, may be a radar.

In some embodiments, the drive component 109 further includes a charge split module in series with the rear motor or the front motor. Specifically, the charge distribution module in conjunction with the battery 105 may charge the vehicle 1000, thereby providing a source of power to the vehicle 1000.

In some embodiments, the drive member 109 further comprises a shunt valve connected in parallel across the control device.

Referring to fig. 11, in the case where the compressor 101 is turned off, the first pump 151 is turned off, the second pump 152 is turned on, the third pump 153 is turned on, the first throttle device 131 is in a closed state, the second throttle device 132 is in a closed state, the third throttle device 133 is in a closed state, the first shut-off valve 121 is closed, the first check valve 161 is closed, the valve assembly 14 communicates the radiator 108 with the battery cooler 103 and the battery 105 with the driving member 109, the second pump 152 and the third pump 153 deliver the cooling liquid to the battery 105 and then enter the driving member 109 through the valve assembly 14, the cooling liquid flows into the radiator 108 to be cooled after flowing through the driving member 109, and the cooling liquid flowing out of the radiator 108 flows back to the second pump 152 and the third pump 153 through the valve assembly 14.

In this way, the cooling liquid is cooled by the temperature of the ambient air through the radiator 108 and then flows to the battery 105 and the driving part 109 to cool, so that the battery 105 and the driving part 109 can share the same radiator 108 to cool and dissipate heat, thereby reducing the cost.

In such an embodiment, the thermal management system 100 may have a tenth mode of operation, which is a natural heat dissipation mode of the drive component 109 and the battery 105. Specifically, in the tenth operation mode, the third end a3 of the four-way valve 141 is communicated with the fourth end a4, the second end b2 and the third end b3 of the five-way valve 142 are communicated, the fifth end b5 of the five-way valve 142 is communicated with the fourth end b4, and the fifth end b5 of the five-way valve 142 is communicated with the fourth end a4 of the four-way valve 141. Since the compressor 101 is turned off, the compressor 101 does not output a refrigerant.

After the cooling liquid passes through the heat dissipation and cooling of the heat sink 108, the cooling liquid flows out from the heat sink 108 to the third end a3 of the four-way valve 141, flows out from the fourth end a4 of the four-way valve 141 to the fifth end b5 of the five-way valve 142, and under the action of the second pump 152, the cooling liquid can enter the battery cooler 103 through the fourth end b4 of the five-way valve 142, and finally the cooling liquid is conveyed to the battery 105 to carry away the heat of the battery 105 so as to dissipate the heat of the battery 105, thereby avoiding the overhigh temperature of the battery 105.

After the cooling liquid dissipates heat from the battery 105, the cooling liquid may flow into the third end b3 of the five-way valve 142, then flow into the third pump 153 from the second end b2 of the five-way valve 142, the third pump 153 may deliver the cooling liquid into the driving part 109, the cooling liquid flows through the driving part 109 to cool and dissipate heat from each part in the driving part 109, and finally the cooling liquid flowing out of the driving part 109 flows back to the radiator 108 for the next circulation. It should be noted that the direction of the arrow in fig. 11 represents the flow direction of the cooling liquid.

In some such thermal management systems 100 may also include a fan 111, where the fan 111 may correspond to the outdoor heat exchanger 107 and the radiator 108, and where the fan 111 may be configured to create an airflow through the outdoor heat exchanger 107 and the radiator 108 to substantially exchange heat between air and the refrigerant in the outdoor heat exchanger 107 and the cooling fluid in the radiator 108.

In some embodiments, in the tenth operation mode, the second pump 152 is turned on and the third pump 153 is turned off or the second pump 152 is turned off and the third pump 153 is turned on, and in both cases, the flow direction of the cooling liquid is the same as in the case where both the second pump 152 and the third pump 153 are turned on, and a description thereof will not be repeated. Thus, in both cases, the cooling liquid can still cool down the battery 105 and the driving part 109 by the radiator 108. It should be noted that in such a case, the second pump 152 and the third pump 153 are controlled to be on in the tenth operation mode, because the cooling liquid flowing rate is reduced by turning off any one of the second pump 152 and the third pump 153, thereby reducing the heat radiation efficiency of the battery 105 and the driving part 109 by the cooling liquid.

The tenth working mode of natural heat dissipation is applicable to the situation that the external environment temperature is less than 20 ℃ and when the vehicle 1000 is charged, the battery 105 and the driving part 109 generate heat during the charging process of the vehicle 1000, and the heat dissipation of the battery 105 and the driving part 109 can be completed only by using the radiator 108 due to the low external environment temperature, without starting the compressor 101, the water-cooled condenser 102, the battery cooler 103 and other devices to assist in heat dissipation, and the charging efficiency can be improved while heat dissipation is performed.

Referring to fig. 12, in some embodiments, with compressor 101 off, first pump 151 off, second pump 152 on, third pump 153 on, first throttle 131 off, second throttle 132 off, third throttle 133 off, first shut-off valve 121 off, first check valve 161 off, valve assembly 14 in communication with drive component 109 and third pump 153, and valve assembly 14 in communication with second pump 152 and battery cooler 103,

The second pump 152 and the third pump 153 send the cooling liquid to the driving part 109 to absorb heat of the driving part 109, and the heated cooling liquid flows through the battery 105 to warm the battery 105.

In this way, the second pump 152 and the third pump 153 can drive the heated cooling liquid in the component 109 to be delivered to the battery 105 to keep the battery 105 warm, so as to achieve the recycling effect.

In such an embodiment, the thermal management system 100 may have an eleventh mode of operation, which is a natural heat dissipation mode of the drive component 109 and the battery 105. Specifically, in the eleventh operation mode, the second end b2 and the third end b3 of the five-way valve 142 communicate, and the fifth end b5 and the fourth end b4 of the five-way valve 142 communicate. Since the compressor 101 is turned off, the compressor 101 does not output a refrigerant. The second pump 152 and the third pump 153 may output the cooling liquid, which flows into the driving part 109 to absorb heat of the driving part 109, by the second pump 152 and the third pump 153. The heated coolant flows through the first end b1 of the five-way valve 142, flows through the first end b1 of the five-way valve 142 to the fourth end b4, and flows to the battery 105, and the coolant can transfer heat absorbed from the driving part 109 to the battery 105 to keep the battery 105 warm. The coolant may then be output from the battery cooler 103, flow from the third end b3 of the five-way valve 142 to the second end b2, and flow from the second end b2 to the third pump 153 to complete the cycle. It should be noted that the direction of the arrow in fig. 12 represents the flow direction of the cooling liquid.

The heat dissipation of the driving component 109 in the eleventh working mode is used for heat preservation of the battery 105, and the heat generated by the driving component 109 is used for heat preservation of the battery 105 in a low-temperature environment to ensure the endurance mileage of the battery 105, and the waste heat of the driving component 109 is recycled to save energy.

In certain embodiments, in the eleventh mode of operation, the second pump 152 may be controlled to be on and the third pump 153 off or the second pump 152 may be off and the third pump 153 on, i.e., at least one of the second pump 152 and the third pump 153 may be on. In this case, the flow direction of the coolant is the same as in the case where both the second pump 152 and the third pump 153 are turned on, and a description thereof will not be repeated. Accordingly, at least one of the second pump 152 and the third pump 153 is turned on, and the battery 105 can be kept warm by using the waste heat of the driving part 109. Note that in such a case, the turning off of any one of the second pump 152 and the third pump 153 may cause the circulation rate of the coolant to decrease, thereby decreasing the heat radiation efficiency of the coolant to the driving part 109 and the heat retaining efficiency to the battery 105. Preferably, in the eleventh operation mode, both the second pump 152 and the third pump 153 should be controlled to be in an on state.

Referring to fig. 13, in some embodiments, the thermal management system 100 further includes a third throttling device 133, an outdoor heat exchanger 107, a first check valve 161 and a driving member 109, the pump assembly 15 further includes a third pump 153, the third throttling device 133 connects the first shut-off valve 121, the water cooled condenser 102 and the outdoor heat exchanger 107, the first check valve 161 connects the first shut-off valve 121, the outdoor heat exchanger 107 and the second throttling device 132, the outdoor heat exchanger 107 connects the third throttling device 133, and the third pump 153 connects the valve assembly 14 and the driving member 109.

With the compressor 101 on, the first pump 151 on, the second pump 152 on, the third pump 153 on, the first throttling device 131 in the closed state, the second throttling device 132 in the throttled state, the third throttling device 133 in the throttled state, the first shut-off valve 121 closed, the first check valve 161 on and the valve assembly 14 communicating with the battery cooler 103 and the third pump 153, and with the valve assembly 14 also communicating with the first pump 152 and the driving member 109, the refrigerant flowing out from the compressor 101 flows back to the compressor 101 after passing through the water-cooled condenser 102, the third throttling device 133, the outdoor heat exchanger 107, the first check valve 161, the second throttling device 132 and the battery cooler 103 in this order.

The second pump 152 and the third pump 153 convey the coolant heated by the driving part 109 and the battery 105 to the battery cooler 103, the first pump 151 conveys the coolant to the water-cooled condenser 102 and the warm air core 104, the coolant is cooled when flowing through the water-cooled condenser 102 under the action of the compressor 101 to heat the coolant flowing through the water-cooled condenser 102 so that the warm air core 104 heats the passenger compartment of the vehicle 1000, and the cooled coolant can flow through the battery cooler 103 to absorb heat of the coolant flowing through the battery cooler 103 to evaporate.

In this way, the heat generated by the battery 105 and the driving part 109 can be conveyed to the battery cooler 103 to evaporate the refrigerant, so that the cooling liquid in the battery cooler 103 is conveyed into the warm air core 104, the purpose of heating the passenger compartment by utilizing waste heat is achieved, and the utilization rate of energy sources is improved.

In such an embodiment, the thermal management system 100 may have a twelfth operation mode, i.e. a heating mode of the passenger compartment with waste heat, specifically, in the twelfth operation mode, the first end b1 of the five-way valve 142 is communicated with the fourth end b4, the third end b3 of the five-way valve 142 is communicated with the second end b2, and the first end a1 of the four-way valve 141 is communicated with the second end a2. The refrigerant is output from the compressor 101, flows through the water-cooled condenser 102 (when the first pump 151 is turned on, the water-cooled condenser 102 exchanges heat), enters the outdoor heat exchanger 107 through the third throttling device 133, releases heat by liquefaction, and flows to the first check valve 161. The refrigerant flowing out of the first check valve 161 enters the battery cooler 103 through the second throttling device 132, the refrigerant flowing into the battery cooler 103 exchanges heat with cooling liquid to absorb heat and gasify so as to cool the battery 105, and the gasified refrigerant flows out of the refrigerant output end of the battery cooler 103 and enters the gas-liquid separator 106, and finally returns to the compressor 101 for the next circulation.

Under the action of the first pump 151, the first pump 151 may circularly convey the cooling liquid to the water-cooled condenser 102, the cooling liquid enters the warm air core 104 after absorbing heat of the refrigerant in the water-cooled condenser 102, and the cooling liquid releases the heat in the warm air core 104 to heat the passenger compartment of the vehicle 1000. The cooling liquid from which heat is released flows out from the warm air core 104, then flows from the first end a1 to the second end a2 of the four-way valve 141, and flows out from the second end a2 to enter the first pump 151 to circulate.

In addition, the second pump 152 and the third pump 153 may output the cooling liquid, which enters the driving part 109 to absorb heat of the driving part 109, by the second pump 152 and the third pump 153. The heated coolant flows through the first end b1 of the five-way valve 142, flows through the first end b1 of the five-way valve 142 to the fourth end b4, flows through the battery cooler 103 from the fourth end b4 to the battery 105, absorbs heat of the battery 105, flows through the third end b3 of the five-way valve 142 to the second end b2, and flows through the second end b2 to the third pump 153 to complete the circulation. Note that the directions of arrows in fig. 13 represent the flow directions of the coolant and the refrigerant.

In some embodiments, the five-way valve 142 of the valve assembly 14 may also be replaced with a combination of a three-way valve and another four-way valve. In some embodiments, the four-way valve 141 and the five-way valve 142 of the valve assembly 14 may be replaced with one seven-way valve. It will be appreciated that the through-valve in the valve assembly 14 is replaceable and is not limited to the embodiments described herein. Even if the through valves in the valve assembly 14 are changed, the flow direction and the working principle of the refrigerant and the cooling liquid in each working mode of the thermal management system 100 are similar to those when the valve assembly 14 includes the four-way valve 141 and the five-way valve 142, and will not be described herein.

Referring to fig. 14, a vehicle 1000 according to an embodiment of the present application includes a vehicle body 200 and the thermal management system 100 according to any of the above embodiments, the thermal management system 100 being mounted on the vehicle body 200. Specifically, the vehicle 1000 may be a hybrid vehicle or an electric vehicle, and is not limited herein.

In the vehicle 1000 according to the embodiment of the application, under different working conditions, the states of various parts in the thermal management system 100 can be controlled according to actual requirements, and heat exchange is performed through the cooling liquid of the refrigerant, so that functions of passenger cabin heating, passenger cabin refrigeration, battery 105 cooling, battery 105 heating, heat preservation, deicing and the like are realized. Furthermore, it should be noted that the foregoing is merely illustrative of the several modes that can be implemented by the thermal management system 100 in embodiments of the present application. It will be appreciated that the thermal management system 100 of the embodiment of the present application controls and maintains the remaining elements in different states to realize modes other than the above modes, to realize natural heat dissipation of the driving part 109 of the vehicle 1000, dual cooling of the battery 105 and the driving part 109, and so on, which will not be described in detail.

In the description of the present specification, reference to the terms "one embodiment," "certain 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 application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present application 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 application, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, the thermal management system comprising a compressor, a water cooled condenser, a first shut-off valve, a battery cooler, a first throttling device, a second throttling device, a warm air core, a valve assembly, a pump assembly, and a battery;

2. The thermal management system of claim 1, wherein, with a first compressor on, said first pump on, said second pump on, said first throttling means in a closed state, said second throttling means in a second throttling state, said first shut-off valve on, said valve assembly in communication with said first pump and said warm air core and said valve assembly in further communication with said second pump and said battery cooler,

3. The thermal management system of claim 1, comprising a third throttling device, an outdoor heat exchanger, a first check valve, an evaporator, and a fourth throttling device, the third throttling device connecting the water cooled condenser and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger, the fourth throttling device, and the second throttling device, the evaporator being connected with the compressor and the fourth throttling device;

under the conditions that the compressor is started, the valve assembly and the pump assembly are closed, the first throttling device is in a closed state, the second throttling device is in a closed state, the third throttling device is in a completely opened state, the fourth throttling device is in a throttled state, the first stop valve is closed and the first one-way valve is opened, a refrigerant flows through the water-cooled condenser under the action of the compressor and then enters the outdoor heat exchanger to be cooled, and the cooled refrigerant flows through the evaporator to be evaporated and absorbed to refrigerate a passenger cabin of the vehicle.

4. The thermal management system of claim 3, wherein with said compressor on, said first pump off, said second pump on, said first throttling means in an off state, said second throttling means in a throttled state, said third throttling means in a fully opened state, said fourth throttling means in a throttled state, said first shut-off valve closed, said first check valve open and said valve assembly communicating said second pump with a coolant input of said battery cooler,

5. The thermal management system of claim 3, wherein with said compressor on, said first pump off, said second pump on, said first throttling means in an off state, said second throttling means in a throttled state, said third throttling means in a fully open state, said fourth throttling means in a closed state, said first shut-off valve closed, said first check valve open and said valve assembly communicating said second pump with a coolant input of said battery cooler,

6. The thermal management system of claim 3, wherein with said compressor on, said first pump on, said second pump on, said first throttling means in an off state, said second throttling means in a throttled state, said third throttling means in a fully open state, said fourth throttling means in a closed state, said first shut-off valve closed, said first check valve open, said valve assembly communicating with said first pump and said warm air core and said valve assembly communicating with said second pump and a coolant input of said battery cooler,

7. The thermal management system of claim 3, wherein with said compressor on, said first pump on, said second pump off, said first throttling means in an off state, said second throttling means in an off state, said third throttling means in a throttled state, said fourth throttling means in an off state, said first shut-off valve closed and said valve assembly communicating said first pump with said warm air core,

8. The thermal management system of claim 1, comprising a third throttling device, an outdoor heat exchanger, and a second shut-off valve, the third throttling device connecting the water cooled condenser and the outdoor heat exchanger, the second shut-off valve connecting the outdoor heat exchanger and the compressor, and the second throttling device connecting the outdoor heat exchanger and the second shut-off valve;

9. The thermal management system of claim 1, wherein the pump assembly further comprises a third pump, the thermal management system further comprising a third throttling device, an outdoor heat exchanger, a first check valve, a radiator, and a drive member, the third throttling device connecting the first shut-off valve, the water-cooled condenser, and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger, and the second throttling device, the outdoor heat exchanger connected to the third throttling device, the radiator connecting the valve assembly and the drive member, the third pump connecting the valve assembly and the drive member;

10. The thermal management system of claim 9, wherein with said compressor off, said first pump off, said second pump on, a third pump on, said first throttling means in an off state, said second throttling means in an off state, said third throttling means in an off state, said first shut-off valve closed, said first check valve closed, said valve assembly in communication with said radiator and said battery cooler and in communication with said battery and drive component,

11. The thermal management system of claim 9, wherein with said compressor off, said first pump off, said second pump on, said third pump on, said first throttling means in a closed state, said second throttling means in a closed state, said third throttling means in a closed state, said first shut-off valve closed, said first check valve closed, said valve assembly communicating said drive member and said third pump, and said valve assembly communicating said second pump and said battery cooler,

12. The thermal management system of claim 1, further comprising a third throttling device, an outdoor heat exchanger, a first check valve and a drive member, the pump assembly further comprising a third pump, the third throttling device connecting the first shut-off valve, the water cooled condenser and the outdoor heat exchanger, the first check valve connecting the first shut-off valve, the outdoor heat exchanger and the second throttling device, the outdoor heat exchanger connected with the third throttling device, the third pump connecting the valve assembly and the drive member;

13. A vehicle comprising a vehicle body and the thermal management system of any one of claims 1-12 mounted on the vehicle body.