Thermal management system and vehicle

Abstract

The present invention provides a thermal management system and a vehicle. The thermal management system provided by the present invention includes: a kettle assembly, a pump assembly, and a valve unit. The kettle assembly includes a shell and a cover plate. The shell covers the cover plate and forms a receiving chamber together with the cover plate. The pump assembly and the valve unit are respectively installed on the shell; the receiving chamber has a plurality of pipes for liquid circulation, the shell has a plurality of interfaces connected to the receiving chamber, the first end of the pipe is connected to the interface one-to-one, and the second end of the pipe and part of the pipe are located outside the receiving chamber; the valve unit has a plurality of valve ports, the valve ports are connected to the interfaces one-to-one, and the valve unit is used to control the disconnection or connection of the interface and the valve port corresponding to the interface, thereby controlling the disconnection or connection between the pipes. The thermal management system provided by the present invention can shorten the total length of the pipe, reduce the flow resistance in the pipe, and improve the working efficiency of the system.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a thermal management system and a vehicle. Background Art

[0002] With the popularity of new energy vehicles, the importance of vehicle thermal management systems has become increasingly prominent. Compared with traditional fuel vehicles, the thermal management system of new energy vehicles has become more complex and has higher requirements.

[0003] At present, pure electric vehicles usually need to install many thermal management components according to the thermal management requirements of the whole vehicle, such as: water pumps, heat exchangers, water-cooled condensers, two-way solenoid valves, two-way proportional valves and cooling pipes, etc. In order to improve the range of electric vehicles, more and more requirements are placed on the working condition design of the thermal management of the whole vehicle, and the number of components required in the thermal management system has also increased accordingly. Due to the relatively scattered layout of the various components, the components occupy a large space after being installed on the vehicle, and a large number of cooling pipes are needed to connect the dispersed components to allow the coolant to circulate between the components, thereby meeting the thermal management requirements of the whole vehicle.

[0004] However, the use of a large number of cooling pipe connections increases the length of the cooling pipes in the entire system, increases the flow resistance of the coolant in the cooling pipes, and reduces the working efficiency of the thermal management system. Summary of the invention

[0005] The present invention provides a thermal management system and a vehicle to solve the problem in the prior art that a large number of cooling pipe connections are used, which increases the length of the cooling pipes in the entire system, increases the flow resistance of the coolant in the cooling pipes, and reduces the working efficiency of the thermal management system.

[0006] The thermal management system provided by the present invention is used for a vehicle. The thermal management system comprises: a kettle assembly, a pump assembly, and a valve unit, the kettle assembly comprises a shell and a cover plate, the shell covers the cover plate and forms a receiving cavity together with the cover plate, the pump assembly and the valve unit are respectively mounted on the shell;

[0007] The accommodating cavity is provided with a plurality of pipes for liquid circulation, the shell is provided with a plurality of interfaces connected with the accommodating cavity, the first ends of the pipes are connected with the interfaces one by one, and the second ends of the pipes and part of the pipes are located outside the accommodating cavity;

[0008] The valve unit has a plurality of valve ports, which are connected to the interfaces in a one-to-one correspondence. The valve unit is used to control the disconnection or connection between the interfaces and the valve ports corresponding to the interfaces, thereby controlling the disconnection or connection between the pipelines.

[0009] In a possible implementation, the thermal management system provided by the present invention has a first installation area and a second installation area on a side of the shell facing away from the cover plate, the multiple interfaces include multiple first interfaces and multiple second interfaces, the first interface is located in the first installation area, and the second interface is located in the second installation area;

[0010] The valve unit includes a first multi-way valve and a second multi-way valve, the plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports, the first valve ports are located on the first multi-way valve, and the second valve ports are located on the second multi-way valve;

[0011] The first multi-way valve is connected in the first installation area, and the first interface is communicated with the first valve port in a one-to-one correspondence. The second multi-way valve is connected in the second installation area, and the second interface is communicated with the second valve port in a one-to-one correspondence.

[0012] In a possible implementation, the thermal management system provided by the present invention, the plurality of pipes include a plurality of first pipes, each first pipe includes two first sub-pipes, a first end of a first sub-pipe in each first pipe corresponds to the first installation area, a second end of a first sub-pipe in each first pipe is used to communicate with a water outlet pipe of the same component in the vehicle, a first end of another first sub-pipe in each first pipe corresponds to the first installation area, and a second end of another first sub-pipe in each first pipe is used to communicate with a water inlet pipe of the same component in the vehicle;

[0013] The component includes at least one of a radiator, a battery cooler, or a motor cooler.

[0014] In a possible implementation, the thermal management system provided by the present invention, the plurality of pipes include a second pipe and a third pipe, the first end of the second pipe corresponds to the first installation area, and the first end of the third pipe corresponds to the second installation area;

[0015] The second pipe includes two second sub-pipes, one of the second sub-pipes is used to communicate with the water outlet pipe of the heater core in the vehicle, and the other second sub-pipe in the second pipe is communicated with the water inlet pipe of the heater in the vehicle;

[0016] The third pipe includes two third sub-pipes, one of which is used to communicate with the water outlet pipe of the heater, and the other of which is communicated with the water inlet pipe of the heater core.

[0017] In a possible implementation, the thermal management system provided by the present invention has a water storage area inside the accommodating cavity, and the water storage area is located above each pipeline;

[0018] The water storage area is provided with a liquid replenishing port, which is communicated with a pipeline.

[0019] In a possible implementation, the thermal management system provided by the present invention further includes a water-cooled condenser and a heat exchanger, wherein the water-cooled condenser is mounted on a side of the shell away from the cover plate, and the water-cooled condenser has a first inlet and a first outlet, and the heat exchanger is mounted on a side of the cover plate away from the shell, and the heat exchanger has a second inlet and a second outlet;

[0020] The plurality of pipelines include two fourth pipelines, a first end of one fourth pipeline corresponds to the second installation area, and one fourth pipeline is connected to the first inlet, and a first end of another fourth pipeline corresponds to the first installation area, and another fourth pipeline is connected to the first outlet;

[0021] The plurality of pipelines include two fifth pipelines, the first ends of the fifth pipelines both correspond to the first installation area, one fifth pipeline is connected to the second outlet, and the other fifth pipeline is connected to the second inlet.

[0022] In a possible implementation, the thermal management system provided by the present invention further includes a gas-liquid separator, the cover plate has a mounting portion, the mounting portion is located outside the accommodating cavity, the gas-liquid separator is mounted on a side of the mounting portion facing the shell, and the gas-liquid separator is adjacent to the water-cooled condenser;

[0023] The refrigerant inlet of the gas-liquid separator is connected to the refrigerant outlet of the heat exchanger, and the gas-liquid separator is also used to be connected to the evaporator outlet of the air-conditioning main unit of the vehicle.

[0024] In a possible implementation, the thermal management system provided by the present invention further includes an air conditioning integrated valve, which is installed on a side of the mounting portion away from the housing, the air conditioning integrated valve is adjacent to the heat exchanger, and the air conditioning integrated valve is respectively connected to the refrigerant inlet of the water-cooled condenser and the refrigerant inlet of the heat exchanger;

[0025] The refrigerant outlet of the water-cooled condenser is connected to the air conditioning integrated valve through a coaxial pipe;

[0026] The refrigerant outlet of the gas-liquid separator is connected to the compressor suction port of the vehicle through a coaxial pipe;

[0027] The coaxial tube is also used to communicate with the condenser outlet of the vehicle's air conditioning host;

[0028] The air conditioning integrated valve is used to communicate with the condenser inlet of the air conditioning host, and the air conditioning integrated valve is also used to connect with the compressor exhaust port.

[0029] In one possible implementation, the thermal management system provided by the present invention, the pump assembly includes a heating water pump, a battery water pump and a motor water pump, the heating water pump, the battery water pump and the motor water pump are respectively installed on the side of the shell away from the cover plate, and the heating water pump, the battery water pump and the motor water pump are respectively connected to different pipes located outside the accommodating cavity.

[0030] The present invention provides a vehicle, comprising a vehicle body and a thermal management system installed on the vehicle body.

[0031] The present invention provides a thermal management system and a vehicle, wherein the thermal management system comprises a kettle assembly, a pump assembly, and a valve unit, wherein the kettle assembly comprises a shell and a cover plate, wherein the shell covers the cover plate and forms a receiving chamber together with the cover plate, wherein the pump assembly and the valve unit are respectively mounted on the shell; wherein the receiving chamber has a plurality of pipes for liquid circulation, wherein the shell has a plurality of interfaces connected to the receiving chamber, wherein the first end of the pipe is connected to the interface in a one-to-one correspondence, and the second end of the pipe and part of the pipe are located outside the receiving chamber; wherein the valve unit has a plurality of valve ports, wherein the valve ports are connected to the interfaces in a one-to-one correspondence, and wherein the valve unit is used to control the disconnection or connection between the interfaces and the valve ports corresponding to the interfaces, thereby controlling the disconnection or connection between the pipes. Through the integrated kettle assembly setting, the components in the thermal management system are integrated and mounted on the shell and the cover plate in the kettle assembly, and the pipes for coolant circulation are integrated inside the receiving chamber, thereby realizing the integration of the dispersedly mounted components in the prior art into a module assembly, wherein the highly integrated thermal management system not only effectively saves the installation space, but also saves a large amount of pipes, reduces the flow resistance in the pipes, and improves the working efficiency of the thermal management. The invention solves the problem that a large number of cooling pipelines are used in the prior art to connect, which increases the length of the cooling pipelines in the whole system, increases the flow resistance of the coolant in the cooling pipelines, and reduces the working efficiency of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0033] Figure 1 A schematic diagram of the structure of the thermal management system provided by the present invention;

[0034] Figure 2 Another schematic diagram of the structure of the thermal management system provided by the present invention;

[0035] Figure 3 A schematic diagram of the structure of a kettle assembly in a thermal management system provided by the present invention;

[0036] Figure 4 Another schematic diagram of the structure of the kettle assembly in the thermal management system provided by the present invention;

[0037] Figure 5 for Figure 3 The enlarged schematic diagram of point A in the middle;

[0038] Figure 6for Figure 3 The enlarged schematic diagram of point B in the middle;

[0039] Figure 7 A schematic diagram of the structure of a first multi-way valve in a thermal management system provided by the present invention;

[0040] Figure 8 A schematic diagram of the structure of a second multi-way valve in the thermal management system provided by the present invention;

[0041] Fig. 9 for Figure 4 The enlarged schematic diagram of the center C;

[0042] Fig.10 A flow diagram of the thermal management system provided by the present invention;

[0043] Fig.11 for Fig.10 The enlarged schematic diagram of point D in the middle;

[0044] Fig.12 for Fig.10 The enlarged schematic diagram of point E in the middle;

[0045] Fig.13 A flow diagram of a first working condition of the thermal management system provided by the present invention;

[0046] Fig.14 A flow diagram of a second working condition of the thermal management system provided by the present invention;

[0047] Fig.15 A flow diagram of the third working condition of the thermal management system provided by the present invention;

[0048] Fig.16 A flow diagram of a fourth working condition of the thermal management system provided by the present invention;

[0049] Fig.17 A flow diagram of a fifth working condition of the thermal management system provided by the present invention;

[0050] Fig.18 A flow diagram of a sixth operating condition of the thermal management system provided by the present invention;

[0051] Fig.19 This is a flow diagram of the seventh operating condition of the thermal management system provided by the present invention.

[0052] Description of reference numerals:

[0053] In each flow diagram, the combination of a solid line and an arrow represents the flow direction of the coolant, the combination of a dashed line and an arrow represents the flow direction of the refrigerant, and the combination of a double-dashed line and an arrow represents the flow direction when the coolant is replenished;

[0054] 10-kettle assembly; 11-housing; 12-cover plate;

[0055] 110-interface; 111-first installation area; 112-second installation area; 113-first surface; 114-first side; 120-installation portion; 130-pipeline; 131-radiator water inlet pipe; 132-radiator water outlet pipe; 133-motor water inlet pipe; 134-motor water outlet pipe; 135-battery pack water inlet pipe; 136-battery pack water outlet pipe; 137-heater water inlet pipe; 138-heater water outlet pipe; 139-heater core water inlet pipe; 140-heater core water outlet pipe; 150-water storage area; 151-liquid filling port;

[0056] 1111-first interface a; 1112-first interface b, 1113-first interface c; 1114-first interface e; 1115-first interface f; 1116-first interface h; 1117-first interface k; 1118-first interface m; 1119-first interface n; 1121-second interface a; 1122-second interface b; 1123-second interface c; 1124-second interface e; 1125-second interface f;

[0057] 20-pump assembly; 21-heating water pump; 22-battery water pump; 23-motor water pump;

[0058] 30-valve unit; 31-first multi-way valve; 32-second multi-way valve;

[0059] 311-first valve port a; 312-first valve port b; 313-first valve port c; 314-first valve port e; 315-first valve port f; 316-first valve port h, 317-first valve port k, 318-first valve port m, 319-first valve port n; 321-second valve port a; 322-second valve port b, 323-second valve port c, 324-second valve port e, 325-second valve port f;

[0060] 40-water-cooled condenser;

[0061] 50-heat exchanger;

[0062] 60-gas-liquid separator;

[0063] 70-air conditioning integrated valve; 71-first switch valve; 72-second switch valve; 73-first expansion valve; 74-second expansion valve;

[0064] 80-motor; 81-controller; 82-radiator; 83-battery; 84-heater; 85-heater core; 90-air conditioner main unit evaporator; 91-compressor; 92-air conditioner main unit condenser; 93-coaxial tube. DETAILED DESCRIPTION

[0065] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0066] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, or it can be an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0067] In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of 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 constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0068] The terms "first", "second", "third" (if any) in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein, for example.

[0069] In addition, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, for example, a process, method, system, product, or service tool that includes a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or service tool.

[0070] With the popularity of new energy vehicles, the importance of vehicle thermal management systems has become increasingly prominent. Compared with traditional fuel vehicles, the thermal management system of new energy vehicles has become more complex and has higher requirements.

[0071] Pure electric vehicles usually need to install many thermal management components according to the thermal management requirements of the whole vehicle, such as: expansion water pump, motor water pump, battery water pump, heater water pump, heat exchanger, water-cooled condenser, water temperature sensor, four-way solenoid valve, three-way solenoid valve, two-way solenoid valve, two-way proportional valve, three-way proportional valve, cooling connecting pipeline, air-conditioning gas-liquid separator, air-conditioning EXV valve, air-conditioning SOV valve, air-conditioning connecting pipeline, etc. At present, in order to further improve the cruising range of electric vehicles, more and more requirements are placed on the working condition design of the thermal management of the whole vehicle, and the number of components that require thermal management has also increased accordingly. Since the layout of the various components in the thermal management system is relatively scattered, the thermal management system will occupy a large installation space on the vehicle, and a large number of cooling pipelines and air-conditioning pipelines are needed to connect the scattered components to meet the vehicle's needs for thermal management of the various components.

[0072] However, the use of a large number of cooling pipe connections increases the length of the cooling pipes in the entire system, increases the flow resistance of the coolant in the cooling pipes, and reduces the working efficiency of the thermal management system.

[0073] Based on this, the present application provides a thermal management system and a vehicle, which saves the length of the pipelines in the thermal management system and improves the working efficiency of the thermal management system by integrating the design of the components in the vehicle thermal management system.

[0074] Example

[0075] Figure 1 A schematic diagram of the structure of the thermal management system provided by the present invention, Figure 2 Another schematic diagram of the structure of the thermal management system provided by the present invention; Figure 3 A schematic diagram of the structure of a kettle assembly in a thermal management system provided by the present invention; Figure 4 Another schematic structural diagram of the kettle assembly in the thermal management system provided by the present invention.

[0076] like Figure 1 and Figure 2 As shown, the thermal management system provided by the embodiment of the present application includes: a kettle assembly 10, a pump assembly 20, and a valve unit 30. Figure 3 and Figure 4As shown, the kettle assembly 10 includes a shell 11 and a cover plate 12, the shell 11 covers the cover plate 12 and forms a accommodating chamber (not shown in the figure) together with the cover plate 12, the pump assembly 20 and the valve unit 30 are respectively installed on the shell 11; the accommodating chamber is provided with a plurality of pipes 130 for liquid circulation, the shell 11 is provided with a plurality of interfaces 110 connected to the accommodating chamber, the first end of the pipe 130 is connected to the interface 110 in a one-to-one correspondence, and the second end of the pipe 130 and part of the pipe 130 are located outside the accommodating chamber; the valve unit 30 has a plurality of valve ports (not shown in the figure), the valve ports are connected to the interface 110 in a one-to-one correspondence, and the valve unit 30 is used to control the disconnection or connection between the interface 110 and the valve port corresponding to the interface 110, thereby controlling the disconnection or connection between the pipes.

[0077] The kettle assembly 10 is a core component of the thermal management system, which has multiple functions. The kettle assembly 10 can not only provide coolant for cooling the components in the thermal management system, but also provide fixed support for the components, so as to integrate the scattered components into an integrated thermal management integrated module, making the arrangement of the components more compact and reducing the installation space of the thermal management system on the vehicle body.

[0078] Please continue to see Figure 3 and Figure 4 As shown, the kettle assembly 10 includes a shell 11 and a cover 12. The shell 11 has a first surface 113 and a second surface (not shown) opposite to the first surface 113. The second surface of the shell 11 is covered with the cover 12, and the shell 11 is connected to the cover 12 by a hot plate welding process to form a accommodating cavity.

[0079] Please continue to see Figure 1 and Figure 3 As shown, the pump assembly 20 and the valve unit 30 are fixedly mounted on the first surface 113 of the housing 11 , respectively.

[0080] Please continue to see Figure 3 and Figure 4 As shown, a plurality of pipes 130 for circulating coolant are arranged inside the accommodation cavity of the kettle assembly 10, and the pipes 130 are used to connect the components in the thermal management system and transport coolant to the corresponding components. A plurality of interfaces 110 are arranged on the first surface 113 of the shell 11, and each interface 110 is connected to the accommodation cavity. The first end of the pipe 130 corresponds to and is connected to the interface 110 one by one, and the second end of the pipe 130 extends from the accommodation cavity and is located outside the accommodation cavity together with part of the pipe 130. The second end of the pipe 130 is used to communicate with the components installed on the shell 11 to transport coolant.

[0081] In the present application, after the components in the thermal management system are integrated and installed on the shell 11, the overall layout of the thermal management system becomes more compact and the distance between the components is greatly reduced; and the pipe 130 used to connect the components is arranged inside the accommodating cavity, which not only optimizes the overall spatial layout of the system, but also greatly shortens the total length of the pipe 130, effectively reduces the internal resistance of the pipe 130, and improves the working efficiency of the thermal management system.

[0082] The valve unit 30 is provided with a plurality of valve ports, which correspond to and are connected to the interfaces 110 one by one. The pipelines 130 are connected through the valve unit 30, and the coolant flows into the components after passing through the valve unit 30. The valve unit 30 is used to control the disconnection or connection between the interface 110 and the valve port correspondingly connected to the interface 110, thereby controlling the disconnection or connection between the pipelines 130 where the interfaces 110 are located, and further controlling the flow rate of the coolant input to the components connected to the pipelines 130.

[0083] The valve unit 30 installed in the thermal management system is connected in series with the pipeline 130 to form a closed cooling circuit. The valve unit 30 is used to control the opening and closing of different cooling circuits, thereby meeting the needs of various components for coolant and improving the working efficiency of the entire thermal management system.

[0084] The present application adopts an integrated kettle assembly 10 to integrate the components in the thermal management system on the shell 11 and the cover plate 12 in the kettle assembly 10, and integrates the pipe 130 for the circulation of the coolant inside the accommodating cavity, so as to realize the integration of the dispersed installation components in the prior art into a module assembly. The highly integrated thermal management system not only effectively saves the installation space, unifies the external interface of the pipe 130 to make the arrangement of the pipe 130 more compact, but also saves a large number of pipes 130, reduces the flow resistance in the pipe 130, and improves the working efficiency of the thermal management. The problem that a large number of cooling pipe connections are used in the prior art, which increases the length of the cooling pipe in the whole system, increases the flow resistance of the coolant in the cooling pipe, and reduces the working efficiency of the thermal management system is solved.

[0085] Please continue to see Figure 3 As shown, the side of the housing 11 facing away from the cover plate 12 has a first installation area 111 and a second installation area 112, and the multiple interfaces 110 include multiple first interfaces (not marked in the figure) and multiple second interfaces (not marked in the figure), the first interfaces are located in the first installation area 111, and the second interfaces are located in the second installation area 112. The side of the housing 11 facing away from the cover plate 12 is the first surface 113 of the housing 11, and the first installation area 111 and the second installation area 112 for mounting the valve assembly are arranged on the first surface 113.

[0086] Figure 5 for Figure 3The enlarged schematic diagram of point A in the middle. Figure 6 for Figure 3 A magnified schematic diagram of point B in the middle.

[0087] like Figure 3 , Figure 5 and Figure 6 As shown, nine first interfaces are provided in the first installation area 111, namely: first interface a1111, first interface b1112, first interface c1113, first interface e1114, first interface f1115, first interface h1116, first interface k1117, first interface m1118, first interface n1119. Five second interfaces are provided in the second installation area 112, namely: second interface a1121, second interface b1122, second interface c1123, second interface e1124, second interface f1125.

[0088] Figure 7 This is a schematic diagram of the structure of the first multi-way valve in the thermal management system provided by the present invention. Figure 8 This is a schematic diagram of the structure of the second multi-way valve in the thermal management system provided by the present invention. Fig. 9 for Figure 4 Enlarged schematic diagram of point C in the middle.

[0089] like Figure 1 , Figure 7 and Figure 8 As shown, the valve unit 30 includes a first multi-way valve 31 and a second multi-way valve 32, and the multiple valve ports include multiple first valve ports (not marked in the figure) and multiple second valve ports (not marked in the figure), the first valve ports are located on the first multi-way valve 31, and the second valve ports are located on the second multi-way valve 32.

[0090] Specifically, the first multi-way valve 31 includes a valve seat (not shown in the figure) and a valve core (not shown in the figure) rotatably arranged in the valve seat, the valve core has multiple rotation positions, multiple first valve ports are arranged on the valve seat, and the valve core is provided with a conducting structure group corresponding to each first valve port, each conducting structure group includes multiple conducting structures arranged along the circumferential direction; the conducting unit group is constructed so that when the valve core rotates to different rotation positions, different conducting structures in the conducting unit group cooperate with the corresponding first valve ports to enable the first valve ports to form different conducting states.

[0091] The valve core is rotatably arranged on the valve seat, a plurality of first valve ports are arranged on the valve seat, a conducting structure group corresponding to the first valve ports is arranged on the valve core, and the conducting structure group further comprises a plurality of conducting structures arranged along the circumferential direction. When the valve core is rotated to different rotation positions, different first valve ports form different conducting states. Only one valve core is required.

[0092] The first multi-way valve 31 can be a nine-way solenoid valve, which is used to control the disconnection or connection of the pipes 130 connected to it. Nine first valve ports are arranged on the nine-way solenoid valve, namely: the first valve port a311, the first valve port b312, the first valve port c313, the first valve port e314, the first valve port f315, the first valve port h316, the first valve port k317, the first valve port m318, and the first valve port n319.

[0093] The second multi-way valve 32 includes a valve seat, a first valve core (not shown in the figure), a second valve core (not shown in the figure) and a driving device (not shown in the figure). The driving device is connected to the first valve core in a transmission manner; the first valve core is provided with a first matching structure, and the second valve core is provided with a second matching structure matching the first matching structure. The first matching structure and the second matching structure have a first matching state and a second matching state. In the first matching state, the first valve core rotates independently and the second valve core remains stationary. In the second matching state, the first valve core drives the second valve core to rotate synchronously.

[0094] A plurality of second valve ports corresponding to the first valve core are arranged on the valve seat, a first conducting structure is arranged on the first valve core, and the first conducting structure is used to connect at least two second valve ports when the first valve core is rotated to a first predetermined position; a plurality of second valve ports corresponding to the second valve core are arranged on the valve seat, a second conducting structure is arranged on the second valve core, and the second conducting structure is used to connect at least two second valve ports when the second valve core is rotated to a second predetermined position.

[0095] The driving device is connected to the first valve core in a transmission manner. When the first valve core rotates, the first matching structure on the first valve core can drive the second valve core to rotate through the second matching structure. In this way, the first valve core can rotate independently, and the flow of the first valve core can be adjusted by changing the corresponding angle between the first valve port and the first conductive structure. When the first valve core rotates, it drives the second valve core to rotate, and the flow of the second valve core can be adjusted by changing the corresponding angle between the second valve port and the second conductive structure. The first valve core then rotates to its original position without changing the flow of the first valve core. Only one driving device is needed to drive and control the first valve core and the second valve core.

[0096] The driving device includes a motor (not shown in the figure) and a gear set (not shown in the figure) that is transmission-connected to the motor, and the gear set is transmission-connected to the first valve core. A worm (not shown in the figure) is arranged on the motor shaft, and the gear set includes a first turbine that cooperates with the worm, a second turbine that meshes with the first turbine, a third turbine that meshes with the second turbine, a first gear connected to the bottom of the third turbine, and a second gear that meshes with the first gear. The central axes of the first turbine, the second turbine, the third turbine, the first gear, and the second gear in the gear set are parallel to each other and are all in the vertical direction, and the central axis of the first worm is perpendicular to the central axis of the first turbine. The worm on the motor shaft rotates, and through the transmission of the gear set, the first valve core is driven to rotate, thereby ensuring the stability of the transmission.

[0097] The type of motor is not limited. In order to simplify control and ensure accuracy, preferably, the motor is a stepper motor or a servo motor.

[0098] The second multi-way valve 32 is a five-way solenoid valve, which is used to control the opening size of each pipeline 130 connected thereto, thereby controlling the flow rate of the coolant flowing through the pipeline 130. Five second valve ports are provided on the five-way solenoid valve, namely: second valve port a321, second valve port b322, second valve port c323, second valve port e324, and second valve port f325.

[0099] Please continue to see Figure 1 and Figure 3As shown, the first multi-way valve 31 is connected in the first installation area 111, and the first valve port is connected to the first interface in a one-to-one correspondence, and the second multi-way valve 32 is connected in the second installation area 112, and the second valve port is connected to the second interface in a one-to-one correspondence. After the first multi-way valve 31 is installed inside the first installation area 111 on the first surface 113 of the shell 11, each first valve port corresponds to each first interface one by one and is connected to each other, wherein the first valve port a311 is connected to the first interface a1111, the first valve port b312 is connected to the first interface b1112, the first valve port c313 is connected to the first interface c1113, the first valve port e314 is connected to the first interface e1114, the first valve port f315 is connected to the first interface f1115, the first valve port h316 is connected to the first interface h1116, the first valve port k317 is connected to the first interface k1117, the first valve port m318 is connected to the first interface m1118, and the first valve port n319 is connected to the first interface h1119. After the second multi-way valve 32 is installed in the second installation area 112 on the first surface 113 of the shell 11, each second valve port corresponds to each second interface one by one and is connected to each other, wherein the second valve port a321 is connected to the second interface a1121, the second valve port b322 is connected to the second interface b1122, the second valve port c323 is connected to the second interface c1123, the second valve port e324 is connected to the second interface e1124, and the second valve port f325 is connected to the second interface f1125.

[0100] Fig.10 A flow diagram of the thermal management system provided by the present invention.

[0101] like Figure 2 , Figure 4 and Fig.10 As shown, the multiple pipes 130 include multiple first pipes (not marked in the figure), each first pipe includes two first sub-pipes (not marked in the figure), the first end of a first sub-pipe in each first pipe corresponds to the first installation area 111, and the second end of a first sub-pipe in each first pipe is used to connect with the water outlet pipe of the same component in the vehicle, the first end of another first sub-pipe in each first pipe corresponds to the first installation area 111, and the second end of another first sub-pipe in each first pipe is used to connect with the water inlet pipe of the same component in the vehicle; the component includes at least one of a radiator 82, a battery (referring to: battery pack heat dissipation device, hereinafter referred to as: battery) 83 or a motor (referring to: motor heat dissipation device, hereinafter referred to as: motor) 80.

[0102] In a possible implementation, in order to make the coolant circuits of various components on the vehicle independent of each other and avoid interference, the pipeline 130 arranged in the accommodating cavity includes a plurality of first pipelines, each of which includes two first sub-pipelines, and the two first sub-pipelines are connected through a first multi-way valve 31 to form a first pipeline for the flow of coolant.

[0103] Specifically, the first end of a first sub-pipe in each first pipe corresponds to and communicates with the first interface in the first installation area 111, and the second end thereof is used to communicate with the water outlet pipe of the same component in the vehicle, and the coolant flowing out of the component flows into the first multi-way valve 31 after passing through the first sub-pipe. The first end of another first sub-pipe in each first pipe corresponds to and communicates with the first interface in the first installation area 111, and the second end thereof is used to communicate with the water inlet pipe of the same component in the vehicle, and the coolant flowing out of the first multi-way valve 31 flows into the component after passing through the first sub-pipe. The first ends of the two first sub-pipes are connected through the first multi-way valve 31 to form a first pipe, and then the first pipe is connected with the water inlet pipe and the water outlet pipe of the same component in the vehicle to form a closed cooling circuit, and the opening and closing state of the cooling circuit is controlled by the first multi-way valve 31 to provide coolant for the components in the vehicle.

[0104] The components that usually have coolant flowing in the vehicle mainly include radiator 82, battery 83 and motor 80. Among them, battery 83 is a cooling device arranged on the vehicle battery pack, which is mainly attached to the battery pack to exchange heat with the battery pack. After the coolant flows through the cooling device, it can absorb and take away the heat generated by the battery pack, so that the battery pack is in a better temperature range when working.

[0105] Motor 80 is a cooling device installed on the vehicle motor. The cooling device is attached to the outer shell of the motor for heat exchange. When the vehicle motor starts working, a large amount of heat will be generated. If the heat cannot be released in time, the working performance of the vehicle motor will be affected. Therefore, after the coolant flows through the cooling device on the vehicle motor, it can absorb and take away the heat generated by the motor, so that the vehicle motor is in a better temperature range when working.

[0106] The radiator 82 is a device installed in the vehicle for exchanging heat with the air. After the coolant brings the absorbed heat to the radiator 82, the heat can be transferred to the air after the radiator 82 exchanges heat with the air, thereby ensuring the normal operation of the vehicle.

[0107] like Figure 3 , Figure 4 and Fig. 9As shown, the second ends of the plurality of first sub-pipes extend out of the housing 11 from the accommodating cavity to form a plurality of interfaces connected with relevant components in the vehicle. Specifically, a radiator water inlet pipe 131, a radiator water outlet pipe 132, a motor water inlet pipe 133, and a battery pack water inlet pipe 135 are provided on the first surface 113 of the housing 11; a motor water outlet pipe 134 and a battery pack water outlet pipe 136 are provided on the first side surface 114 of the housing 11.

[0108] The liquid inlet and liquid outlet of the radiator 82 on the vehicle are connected to the radiator water inlet pipe 131 and the radiator water outlet pipe 132 respectively, the liquid inlet and liquid outlet of the battery 83 are connected to the battery pack water inlet pipe 135 and the battery pack water outlet pipe 136 respectively, and the liquid inlet and liquid outlet of the motor 80 are connected to the motor water inlet pipe 133 and the motor water outlet pipe 134 respectively.

[0109] Please continue to see Fig.10 As shown, in some embodiments, the plurality of pipes 130 include a second pipe (not shown in the figure) and a third pipe (not shown in the figure), the first end of the second pipe corresponds to the first installation area 111, and the first end of the third pipe corresponds to the second installation area 112; the second pipe includes two second sub-pipes (not shown in the figure), one of the second sub-pipes is used to communicate with the water outlet pipe of the heater core 85 in the vehicle, and the other second sub-pipe in the second pipe is communicated with the water inlet pipe of the heater 84 in the vehicle;

[0110] The third pipe includes two third sub-pipes (not shown in the figure), one of which is used to communicate with the water outlet pipe of the heater 84, and the other third sub-pipe in the third pipe is connected to the water inlet pipe of the warm air core 85.

[0111] Specifically, the second pipe includes two second sub-pipes, a first end of a second sub-pipe in the second pipe is arranged corresponding to the first installation area 111, and a second end of a second sub-pipe in the second pipe is used to communicate with the water outlet pipe of the heater core 85 in the vehicle. A first end of another second sub-pipe in the second pipe is arranged corresponding to the first installation area 111, and a second end of another second sub-pipe in the second pipe is used to communicate with the water inlet pipe of the heater 84 in the vehicle.

[0112] The third pipe includes two third sub-pipes, a first end of one of the third sub-pipes in the third pipe is arranged corresponding to the second installation area 112, and a second end of one of the third sub-pipes in the third pipe is used to communicate with the water outlet pipe of the heater 84. A first end of another third sub-pipe in the third pipe is arranged corresponding to the second installation area 112, and a second end of another third sub-pipe in the third pipe is used to communicate with the water inlet pipe of the warm air core 85.

[0113] The heater 84 and the heater core 85 are both arranged on the body of the vehicle and are used to provide warm air for the cockpit. The cockpit refers to a space arranged on the body of the vehicle for the driver and passengers of the vehicle to sit. The heater 84 and the heater core 85 are in a series relationship. After the coolant flows out of the accommodating cavity, it flows through the heater 84 and the heater core 85 in sequence. When the vehicle is driving in a low temperature environment, the coolant flowing through the heater 84 can be heated and heated by starting the heater 84. Then, the coolant after absorbing the heat flows into the heater core 85 through the pipe 130. The heater core 85 transfers the heat to the cockpit by heat exchange, thereby increasing the temperature inside the cockpit. It should be noted that in order to improve the heat exchange efficiency between the heater core 85 and the air, a fan (not shown in the figure) can be arranged at the position where the heater core 85 is located, and the heat exchange efficiency of the heater core 85 can be improved by using the fan to blow air to the heater core 85.

[0114] Please continue to see Figure 4 , Fig. 9 and Fig.10 As shown, the second ends of the plurality of second sub-pipes and the third sub-pipes extend out of the housing 11 from the accommodating cavity to form a plurality of interfaces connected with relevant components in the vehicle. Specifically, a heater water inlet pipe 137, a heater water outlet pipe 138, a heater core water inlet pipe 139 and a heater core water inlet pipe 139 are also provided on the first side surface 114 of the housing 11. The liquid inlet and liquid outlet of the heater 84 are respectively connected with the heater water inlet pipe 137 and the heater water outlet pipe 138, and the liquid inlet and liquid outlet of the heater core 85 are respectively connected with the heater core water inlet pipe 139 and the heater core water outlet pipe 140.

[0115] Please continue to see Figure 3 and Figure 4 As shown, the accommodating cavity has a water storage area 150 inside, and the water storage area 150 is located above the pipeline 130; the water storage area 150 has a liquid replenishing port (not marked in the figure), and the liquid replenishing port is connected to the pipeline 130 to replenish the pipeline 130 with water.

[0116] In this embodiment, in order to add coolant to the thermal management system and input the coolant into each component, a water storage area 150 is also provided in the accommodating cavity, and the water storage area 150 is provided above the pipe 130. A liquid injection port 151 is also provided on the shell 11, and the liquid injection port 151 is located above the water storage area 150, and the liquid injection port 151 is connected to the water storage area 150, and the coolant is added to the inside of the water storage area 150 through the liquid injection port 151. A liquid replenishment port is provided below the water storage area 150, and the liquid replenishment port is connected to the pipe 130. The coolant in the water storage area 150 is input into each pipe 130 through the liquid replenishment port for use by each component. It should be noted that the opening and closing states of the liquid injection port 151 and the liquid replenishment port can be automatically controlled by the thermal management system according to the degree of coolant loss.

[0117] Please continue to see Figure 1 and Figure 2 As shown, it also includes a water-cooled condenser 40 and a heat exchanger 50. The water-cooled condenser 40 is installed on the side of the shell 11 away from the cover plate 12. The water-cooled condenser 40 has a first inlet (not marked in the figure) and a first outlet (not marked in the figure). The heat exchanger 50 is installed on the side of the cover plate 12 away from the shell 11. The heat exchanger 50 has a second inlet (not marked in the figure) and a second outlet (not marked in the figure);

[0118] The plurality of pipes 130 include two fourth pipes (not shown in the figure), a first end of one fourth pipe corresponds to the second installation area 112, and one fourth pipe is connected to the first inlet, and a first end of another fourth pipe corresponds to the first installation area 111, and another fourth pipe is connected to the first outlet;

[0119] The plurality of pipes 130 include two fifth pipes (not shown in the figure), the first ends of the fifth pipes both correspond to the first installation area 111 , one fifth pipe is connected to the second outlet, and the other fifth pipe is connected to the second inlet.

[0120] In this embodiment, in order to facilitate the heat dissipation of the air conditioning system in the vehicle by the thermal management system, the thermal management system also includes a water-cooled condenser 40, which is mounted on the first surface 113 of the housing 11. The water-cooled condenser 40 is a device for heat exchange between the refrigerant in the air conditioning system and the coolant in the thermal management system. The coolant and the refrigerant are simultaneously introduced into the water-cooled condenser 40, and the refrigerant can transfer the heat in the air conditioning system to the water-cooled condenser 40, which is then absorbed by the coolant and transfers the heat to the thermal management system, so that the temperature of the refrigerant can drop rapidly to achieve the purpose of cooling the air conditioning system. Accordingly, a refrigerant inlet (not shown in the figure) and a refrigerant outlet (not shown in the figure) for the circulation of the refrigerant are provided on the water-cooled condenser 40, as well as a first inlet (not shown in the figure) and a first outlet (not shown in the figure) for the circulation of the coolant. The refrigerant inlet and the refrigerant outlet of the water-cooled condenser 40 are respectively connected to the pipelines in the air conditioning system.

[0121] In order to improve the cooling efficiency of the thermal management system, the thermal management system also includes a heat exchanger 50, which is installed on the side of the cover plate 12 away from the shell 11. The heat exchanger 50 is a device for heat exchange between the refrigerant in the air-conditioning system and the coolant in the thermal management system. The coolant and the refrigerant are simultaneously introduced into the heat exchanger 50, and the coolant transfers the heat in the thermal management system to the heat exchanger 50, which is then absorbed by the refrigerant and transfers the heat to the air-conditioning system, so that the temperature of the coolant can drop rapidly to achieve the purpose of cooling the thermal management system. Accordingly, a refrigerant inlet (not shown in the figure) and a refrigerant outlet (not shown in the figure) for the circulation of the refrigerant are provided on the heat exchanger 50, as well as a second inlet (not shown in the figure) and a second outlet (not shown in the figure) for the circulation of the coolant. The refrigerant inlet and the refrigerant outlet of the heat exchanger 50 are respectively connected to the pipelines in the air-conditioning system.

[0122] In order to connect the first inlet and the first outlet of the water-cooled condenser 40 to the thermal management system, the multiple pipes 130 in the accommodating cavity include two fourth pipes (not shown in the figure), wherein the first end of one of the fourth pipes corresponds to the second installation area 112 and is connected to the second interface f1125 in the second installation area 112, and the other end corresponds to and is connected to the first inlet of the water-cooled condenser 40. The first end of the other fourth pipe corresponds to the first installation area 111 and is connected to the first interface m1118 in the first installation area 111. The coolant flows out from the second interface f1125 and flows into the first inlet of the water-cooled cooler through the fourth pipe, and then flows out from the first outlet of the water-cooled condenser 40 and flows into the first interface m1118 through the fourth pipe to form a cooling circuit for the water-cooled condenser 40.

[0123] In order to connect the second inlet and the second outlet of the heat exchanger 50 to the thermal management system, the multiple pipes 130 in the accommodating cavity also include two fifth pipes (not shown in the figure), wherein the first end of one of the fifth pipes corresponds to the first installation area 111 and is connected to the first interface h1116 in the first installation area 111, and the second end thereof corresponds to and is connected to the second inlet of the heat exchanger 50. The first end of the other fifth pipe corresponds to the first installation area 111 and is connected to the first interface b1112 in the first installation area 111, and the second end thereof corresponds to and is connected to the second outlet of the heat exchanger 50. The coolant flows out of the first interface h1116 and flows into the second inlet of the heat exchanger 50 through the fifth pipe, and then flows out of the first outlet of the heat exchanger 50 and flows into the first interface b1112 through the fifth pipe, so as to form a cooling circuit of the heat exchanger 50.

[0124] Please continue to see Figure 1 , Figure 3 , Figure 4 and Fig.10As shown, it also includes a gas-liquid separator 60, and a mounting portion 120 is provided on the cover plate 12, the mounting portion 120 is located outside the accommodating cavity, the gas-liquid separator 60 is installed on the side of the mounting portion 120 facing the shell 11, and the gas-liquid separator 60 is adjacent to the water-cooled condenser 40; the refrigerant inlet of the gas-liquid separator 60 is connected to the refrigerant outlet of the heat exchanger 50, and the gas-liquid separator 60 is also used to be connected to the evaporator outlet of the vehicle's air-conditioning main unit.

[0125] In this embodiment, in order to separate the gaseous refrigerant from the liquid refrigerant, the thermal management system further includes a gas-liquid separator 60, which is mounted on the cover plate 12. A mounting portion 120 is provided on the cover plate 12, and the mounting portion 120 is located outside the accommodating cavity. The gas-liquid separator 60 is mounted on the mounting portion 120 on the side facing the first surface 113 of the shell 11, and the gas-liquid separator 60 is arranged adjacent to the water-cooled condenser 40. A refrigerant inlet and a refrigerant outlet are provided on the gas-liquid separator 60, and the refrigerant inlet of the gas-liquid separator 60 is respectively connected to the refrigerant outlet of the heat exchanger 50 and the refrigerant outlet of the air conditioner main unit evaporator 90; the refrigerant outlet of the gas-liquid separator 60 is connected to the refrigerant outlet of the compressor 91. The refrigerant output from the heat exchanger 50 and the air conditioner main unit evaporator 90 is input into the gas-liquid separator 60 for gas-liquid separation, wherein the gaseous refrigerant is input into the compressor 91 by the gas-liquid separator 60 for recycling.

[0126] Please continue to see Figure 2 and Fig.10 As shown, it also includes an air-conditioning integrated valve 70, which is installed on the side of the mounting portion 120 away from the shell 11. The air-conditioning integrated valve 70 is adjacent to the heat exchanger 50, and the air-conditioning integrated valve 70 is respectively connected to the refrigerant inlet of the water-cooled condenser 40 and the refrigerant inlet of the heat exchanger 50; the refrigerant outlet of the water-cooled condenser 40 is connected to the air-conditioning integrated valve 70 through a coaxial tube 93; the refrigerant outlet of the gas-liquid separator 60 is connected to the air intake port of the compressor 91 of the vehicle through the coaxial tube 93; the coaxial tube 93 is also used to be connected to the outlet of the air-conditioning main unit condenser 92 of the vehicle; the air-conditioning integrated valve 70 is used to be connected to the inlet of the air-conditioning main unit condenser 92, and the air-conditioning integrated valve 70 is also used to be connected to the exhaust port of the compressor 91.

[0127] In a possible implementation, in order to control the flow of refrigerant inside the air-conditioning system in the vehicle, the thermal management system further includes an air-conditioning integrated valve 70, which is mounted on the side of the mounting portion 120 away from the housing 11, and the air-conditioning integrated valve 70 is disposed adjacent to the heat exchanger 50. Two switch valves and two expansion valves are disposed at intervals on the air-conditioning integrated valve 70, which are a first switch valve 71, a second switch valve 72, a first expansion valve 73, and a second expansion valve 74.

[0128] The first switch valve 71 and the second switch valve 72 are arranged in parallel, and their inlets are connected to the exhaust port of the compressor 91 through a pipeline. The outlet of the first switch valve 71 is connected to the refrigerant inlet of the air-conditioning main unit condenser 92 through a pipeline, and the outlet of the second switch valve 72 is connected to the refrigerant inlet of the water-cooled condenser 40 through a pipeline. It should be noted that when the vehicle is working, only one of the two switch valves can be opened, and the two switch valves cannot be opened at the same time. That is, when the first switch valve 71 is opened and the second switch valve 72 is closed, the refrigerant output from the exhaust port of the compressor 91 passes through the first switch valve 71 and is input into the air-conditioning main unit condenser 92; otherwise, the refrigerant will pass through the second switch valve 72 and be input into the water-cooled condenser 40.

[0129] The first expansion valve 73 and the second expansion valve 74 are arranged in parallel, and their inlets are both connected to the coaxial tube 93 through pipelines, and the outlet of the first expansion valve 73 is connected to the refrigerant inlet of the heat exchanger 50 through a pipeline. The outlet of the second expansion valve 74 is connected to the air conditioner main unit evaporator 90 through a pipeline. It should be noted that when the vehicle is working, the two expansion valves can be opened and operated at the same time, that is, the refrigerant output from the coaxial tube 93 can enter the two expansion valves at the same time to be input into different components.

[0130] The refrigerant outlet of the water-cooled condenser 40 is connected to the expansion valve through the coaxial tube 93, the refrigerant outlet of the gas-liquid separator 60 is connected to the air intake port of the compressor 91 through the coaxial tube 93, and the refrigerant outlet of the air-conditioning main unit condenser 92 is connected to the expansion valve through the coaxial tube 93.

[0131] Specifically, the circulation route of the refrigerant in the vehicle air conditioning system is as follows: after the refrigerant is input from the exhaust port of the compressor 91 to the air conditioning integrated valve 70, there are two routes to choose from. The first route is input to the air conditioning main unit condenser 92 after passing through the first switch valve 71, and then input to the coaxial tube 93, and then input to the expansion valve from the coaxial tube 93; the second route is input to the water-cooled condenser 40 after passing through the second switch valve 72, and then input to the coaxial tube 93, and then input to the expansion valve from the coaxial tube 93. The refrigerant output from the expansion valve is divided into two routes. The first route is output from the first expansion valve 73 to the heat exchanger 50, and then input to the gas-liquid separator 60, and then input to the compressor 91 through the coaxial tube 93 to form a complete refrigerant circulation loop. The second route is output from the second expansion valve 74 to the air conditioning main unit evaporator 90, and then input to the gas-liquid separator 60, and then input to the compressor 91 through the coaxial tube 93 to form a complete refrigerant circulation loop.

[0132] Please continue to see Figure 1 and Fig.10As shown, the pump assembly 20 includes a heating water pump 21, a battery water pump 22 and a motor water pump 23. The heating water pump 21, the battery water pump 22 and the motor water pump 23 are respectively installed on the side of the shell 11 away from the cover plate 12, and the heating water pump 21, the battery water pump 22 and the motor water pump 23 are respectively connected to different pipes located outside the accommodating cavity.

[0133] In this embodiment, in order to speed up the flow rate of the coolant inside the pipeline, the pump assembly 20 installed on the first surface 113 of the housing 11 includes a heating water pump 21, a battery water pump 22, and a motor water pump 23. The heating water pump 21 is connected in series with the heater 84, and the water outlet of the heating water pump 21 is connected to the water inlet of the heater 84 through the pipeline 130, and the heating water pump 21 can speed up the rate of coolant input to the heater 84. After the battery water pump 22 is connected in series with the battery 83, the water outlet of the battery water pump 22 is connected to the water inlet of the battery 83 through the pipeline 130, and the battery water pump 22 can speed up the rate of coolant input to the battery 83. After the motor water pump 23 is connected in series with the motor 80, the water outlet of the motor water pump 23 is connected to the water inlet of the motor 80, and the motor water pump 23 can speed up the rate of coolant input to the motor 80.

[0134] The present application also provides a vehicle, which includes a vehicle body and the above-mentioned thermal management system and air conditioning system installed on the vehicle body. The thermal management system and air conditioning system have been explained in detail in the above content, and will not be described one by one here.

[0135] Fig.11 for Fig.10 The enlarged schematic diagram of point D in the middle, Fig.12 for Fig.10 The enlarged schematic diagram of point E in the middle. In each flow schematic diagram, the combination of solid lines and arrows represents the flow direction of the coolant, the combination of dashed lines and arrows represents the flow direction of the refrigerant, and the combination of double-dash lines and arrows represents the flow direction when the coolant is replenished.

[0136] like Figure 1 , Figure 3 as well as Figures 10 to 12 As shown, the heat conduction route of the thermal management system provided by the present application includes a coolant circuit connected by a solid line and a refrigerant circuit connected by a dotted line in the figure. In short, heat is mainly transferred by the coolant in the coolant circuit, and heat is mainly transferred by the refrigerant in the refrigerant circuit. It should be noted that the coolant circuit uses a pipeline 130 to connect the various components, and the refrigerant circuit uses an air conditioning pipeline (not shown in the figure) to connect the various components.

[0137] The coolant circuit mainly includes a motor circuit, a battery circuit and a warm air circuit. The liquid outlet of the motor (referring to: motor cooling device, hereinafter referred to as: motor) 80 is connected to the first valve port m318, the liquid inlet of the motor water pump 23 is connected to the first valve port c313, and the liquid outlet of the motor water pump 23 is connected to the second valve port e324 and the liquid inlet of the motor 80 respectively.

[0138] The liquid outlet of the battery (referring to: battery pack heat dissipation device, hereinafter referred to as: battery) 83 is respectively connected to the liquid inlet of the controller 81 and the first valve port f315, the liquid inlet of the battery water pump 22 is connected to the first valve port a311, the liquid outlet of the battery water pump 22 is connected to the liquid inlet of the battery 83, the liquid outlet of the controller 81 and the first valve port h316 are respectively connected to the liquid inlet of the heating water pump 21 and the liquid inlet of the heat exchanger 50, the liquid outlet of the heat exchanger 50 is connected to the first valve port b312, the liquid outlet of the heating water pump 21 is connected to the liquid inlet of the heater 84, and the heater 8 The liquid outlet of 4 is connected with the second valve port a321, the liquid inlet of the heater core 85 is connected with the second valve port c323, the liquid outlet of the heater core 85 is connected with the liquid inlet of the heating water pump 21, the second valve port b322 is connected with the first valve port b312, the second valve port f325 is connected with the liquid inlet of the water-cooled condenser 40, the liquid outlet of the water-cooled condenser 40 is connected with the first valve port m318, the liquid inlet of the radiator 82 is connected with the first valve port k317, the liquid outlet of the radiator 82 is connected with the first valve port e314, and the first valve port n319 is connected with the first valve port e314.

[0139] The refrigerant inlet of the air-conditioning main unit condenser 92 in the refrigerant circuit is connected to the first switch valve 71, and the refrigerant outlet of the air-conditioning main unit condenser 92 is connected to the first expansion valve 73 and the second expansion valve 74 through the coaxial tube 93. The first expansion valve 73 is connected to the refrigerant inlet of the heat exchanger 50, and the refrigerant outlet of the heat exchanger 50 is connected to the refrigerant inlet of the gas-liquid separator 60. The refrigerant outlet of the gas-liquid separator 60 is connected to the refrigerant inlet of the compressor 91 through the coaxial tube 93. The second expansion valve 74 is connected to the refrigerant inlet of the air-conditioning main unit evaporator 90, and the refrigerant outlet of the air-conditioning main unit evaporator 90 is connected to the refrigerant inlet of the gas-liquid separator 60. The refrigerant outlet of the compressor is connected to the first switch valve 71 and the second switch valve 72 respectively. The second switch valve 72 is connected to the refrigerant inlet of the water-cooled condenser 40, and the refrigerant outlet of the water-cooled condenser 40 is connected to the first expansion valve 73 and the second expansion valve 74 through the coaxial tube 93.

[0140] The water storage area 150 is used to hold the coolant. The coolant in the water storage area 150 flows into each pipe 130 through the liquid replenishing port to replenish the coolant in real time, thereby preventing the coolant from being lost too quickly, resulting in low thermal conductivity of the system.

[0141] Fig.13A flow diagram of the first operating condition of the thermal management system provided by the present invention.

[0142] like Fig.13 As shown, the first operating condition provided by this application is the cooling mode, in which the motor and battery of the vehicle need to be cooled while the vehicle is driving. The specific circulation method is as follows:

[0143] The flow direction of the coolant in the motor circuit is as follows: the coolant flows out of the motor 80 and flows in from the first valve port m318, then flows into the first valve port k317, and flows into the liquid inlet of the radiator 82 from the first valve port k317, flows into the first valve port e314 from the liquid outlet of the radiator 82 after heat exchange in the radiator 82, then flows into the first valve port c313 from the first valve port e314, then flows out from the first valve port c313 and flows into the motor water pump 23, and flows into the motor 80 after circulating and pressurizing by the motor water pump 23, so as to form a closed loop. The coolant absorbs the heat generated by the motor 80 and transfers it to the radiator 82, and after heat exchange with the air through the radiator 82, the heat absorbed by the coolant is transferred to the air, thereby cooling the motor 80.

[0144] The flow direction of the coolant in the battery circuit is as follows: the coolant flows out of the battery 83 and is divided into two paths, one of which flows into the first valve port f315, then flows into the first valve port h316 and flows out from the first valve port h316. The other path flows through the controller 81 and converges with the coolant flowing out of the first valve port h316 and flows into the heat exchanger 50 together, then flows from the heat exchanger 50 into the first valve port b312, then flows into the first valve port a311 and flows from the first valve port a311 into the battery water pump 22, and flows into the battery 83 after circulating and pressurizing by the battery water pump 22, so as to form a closed loop. The coolant absorbs the heat generated by the battery 83 and the controller 81 and transfers it to the heat exchanger 50, and in the heat exchanger 50, heat is exchanged with the refrigerant, thereby transferring the absorbed heat to the refrigerant, thereby cooling the battery 83 and the controller 81.

[0145] The warm air circuit is used to heat the vehicle cockpit. After the coolant is heated by the heater 84, it flows from the liquid outlet of the heater 84 to the second valve port a321, then flows from the second valve port a321 to the second valve port c323, and then flows into the warm air core 85. After the coolant comes out of the warm air core 85, it flows into the heating water pump 21, and after the circulation and pressurization of the heating water pump 21, it flows into the liquid inlet of the heater 84, thus forming a closed loop. The heater 84 is mainly used to heat the coolant. The warm air core 85 is arranged in the cockpit for heat exchange. After the heated coolant passes through the warm air core 85, the heat absorbed by the coolant is transferred to the cockpit by the warm air core 85, thereby heating the cockpit. It should be noted that this circuit is only applicable to the driver preheating the cockpit in a low temperature environment. When the ambient temperature is high, the circuit is in a stopped state.

[0146] Fig.14 A flow diagram of a second working condition of the thermal management system provided by the present invention;

[0147] like Fig.14 As shown, the second working condition provided by this application is a shared radiator heat dissipation mode, in which the motor circuit and the battery circuit are connected to share the same radiator for heat dissipation. The specific circulation method is as follows:

[0148] The flow direction of the series circuit composed of the motor and the battery is as follows: the coolant flows out of the liquid outlet of the motor 80 and flows into the first valve port m318, then flows into the first valve port k317, and flows from the first valve port k317 into the liquid inlet of the radiator 82, and then flows from the liquid outlet of the radiator 82 into the first valve port e314 after heat exchange in the radiator 82, and then flows into the first valve port a311, and flows from the first valve port a311 into the battery water pump 22, and flows into the battery 83 after being pressurized by the battery water pump 22. After flowing out of the battery 83, it is divided into two paths, one of which flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h316. The other path flows through the controller 81 and converges with the coolant flowing out of the first valve port h316, and then flows into the heat exchanger 50, and then flows into the first valve port b312 from the heat exchanger 50, and then flows into the first valve port c313, and then flows into the motor water pump 23 from the first valve port c313, and flows into the liquid inlet of the motor 80 after the circulation and pressurization of the motor water pump 23, so as to form a closed loop. At this time, the motor 80, the battery 83 and the controller 81 are connected in series in the same loop, and the heat generated by the three is absorbed by the coolant and transferred to the radiator 82, and the radiator 82 performs heat dissipation and temperature reduction treatment uniformly.

[0149] Fig.15 A flow diagram of the third operating condition of the thermal management system provided by the present invention.

[0150] like Fig.15 As shown, the third working condition provided by the present application is the motor rapid heating mode. In this working condition, when the vehicle is started, the motor 80 is quickly preheated so that the temperature of the motor 80 rises to a preferred operating temperature range as soon as possible. Correspondingly, the battery 83 and the controller 81 are also preheated so that the temperatures of both rise to a preferred operating temperature range as soon as possible. The specific flow is as follows:

[0151] The flow direction of the motor circuit is as follows: the coolant flows from the motor 80 to the first valve port m318, then flows through the first valve port n319, the first valve port e314, and the first valve port c313 in sequence, and flows from the first valve port c313 to the motor water pump 23, and flows into the motor 80 after being circulated and pressurized by the motor water pump 23, so as to form a closed loop. In this loop, since the coolant does not pass through the radiator 82, the heat absorbed by the coolant from the motor 80 can be transferred back to the motor 80, reducing the heat loss of the motor 80, so that the temperature of the motor 80 can be quickly raised to a preferred operating temperature range.

[0152] The flow direction of the battery circuit is as follows: the coolant flows out of the battery 83 and is divided into two paths, one of which flows into the first valve port f315, then flows into the first valve port h316 and flows out from the first valve port h316. The other path flows through the controller 81 and converges with the coolant flowing out of the first valve port h316 and then flows into the heat exchanger 50 together, then flows from the heat exchanger 50 into the first valve port b312, then flows into the first valve port a311 and flows from the first valve port a311 into the battery water pump 22, and flows into the battery 83 after being circulated and pressurized by the battery water pump 22, so as to form a closed loop. Under this working condition, the heat exchanger 50 is not started, that is, the heat exchanger 50 will not dissipate heat for the coolant flowing in, so the heat absorbed by the coolant from the battery 83 and the controller 81 can be transferred back to the battery 83 and the controller 81, reducing the heat loss of the battery 83 and the controller 81, so that the temperature of the battery 83 and the controller 81 can quickly rise to a better working temperature range.

[0153] In addition, under this working condition, the temperature of the cockpit is also low. The cockpit is heated by starting the warm air circuit. When the temperature inside the cockpit rises to a certain value, the circuit is shut down.

[0154] Fig.16 This is a flow diagram of the fourth operating condition of the thermal management system provided by the present invention.

[0155] like Fig.16As shown, the fourth operating condition provided by the present application is the waste heat recovery mode, in which the heat generated by the motor 80 is collected to heat the battery 83 and the controller 81. After the motor 80 is started for a period of time, its temperature can quickly rise to a preferred operating temperature range, while the temperature of the battery 83 and the controller 81 is still at a relatively low state. Therefore, the heat generated by the motor 80 can be transferred to the battery 83 and the controller 81, so that the temperature of both can rise to a preferred operating temperature range as soon as possible. In this operating condition, the motor circuit and the battery circuit are connected to form a series circuit.

[0156] The flow direction of the series circuit of the motor 80 and the battery 83 is as follows: the coolant flows from the motor 80 into the first valve port m318, then flows through the first valve port n319, the first valve port e314, and the first valve port a311 in sequence, and flows into the battery water pump 22 from the first valve port a311, and flows into the battery 83 after being circulated and pressurized by the battery water pump 22. After flowing out of the battery 83, it is divided into two paths, one of which flows into the first valve port f315, and then flows into the first valve port h316 and flows out from the first valve port h316. The other path flows through the controller 81 and converges with the coolant flowing out of the first valve port h316, and then flows into the heat exchanger 50 together, and then flows from the heat exchanger 50 into the first valve port b312, and then flows into the first valve port c313 and flows into the motor water pump 23 from the first valve port c313, and flows into the motor 80 after being circulated and pressurized by the motor water pump 23, so as to form a closed loop. Under this working condition, the radiator 80 and the heat exchanger 50 are both in a stopped state, and the heat generated by the motor 80 is transferred to the battery 83 and the controller 81 by the coolant to heat both of them.

[0157] At this time, the working status of the heating circuit depends on the severity of environmental problems to determine whether to turn it on.

[0158] Fig.17 This is a flow diagram of the fifth operating condition of the thermal management system provided by the present invention.

[0159] like Fig.17 As shown, the fifth working condition provided by the present application is that the motor heats up quickly, the battery has no flow request, and the controller has a flow request. In this working condition, the motor circuit is the same as the motor circuit in the third working condition, so it will not be described one by one, and only the battery circuit will be described below.

[0160] The specific flow direction of the battery circuit is: the coolant flows out of the battery 83 and flows into the controller 81, flows out of the controller 81 and flows into the heat exchanger 50, flows into the first valve port b312 from the heat exchanger 50, and then flows into the first valve port a311 and flows into the battery water pump 22 from the first valve port a311, and flows into the battery 83 after the circulation and pressurization of the battery water pump 22 to form a closed loop. Under this working condition, the coolant flow rate required by the controller 81 is relatively large, so all the coolant flowing out of the battery 83 is input into the controller 81 to meet its working needs. The coolant flow rate flowing through the battery 83 will not change.

[0161] Fig.18 A flow diagram of the sixth operating condition of the thermal management system provided by the present invention.

[0162] like Fig.18 As shown, the sixth working condition provided by the present application is that the motor needs to be cooled, the battery has no flow request, but the controller has a flow request, and the degassing mode. Under this working condition, the flow direction of the motor circuit is consistent with the flow mode of the motor circuit under the first working condition. The battery circuit is consistent with the battery circuit under the fifth working condition, so it will not be repeated one by one! However, it should be noted that when the vehicle is under maintenance, air usually enters the controller 81, so the degassing mode refers to exhausting the air entering the controller 81, and the air inside the controller 81 is discharged from the refill port of the water storage area 150 by allowing all the coolant to flow into the controller 81 to avoid affecting the operation of the vehicle.

[0163] In addition, under the sixth working condition, the warm air circuit is also in a stopped state.

[0164] Fig.19 This is a flow diagram of the seventh operating condition of the thermal management system provided by the present invention.

[0165] like Fig.19 As shown, the seventh operating condition provided by the present application is the large series auxiliary degassing mode. This operating condition is to perform exhaust treatment on the entire thermal management system. At this time, the motor circuit and the battery circuit are connected to form a large series circuit.

[0166] The flow direction of the coolant in the large series loop is as follows: the coolant flows from the motor 80 into the first valve port m318, then flows into the first valve port k317, and flows from the first valve port k317 into the radiator 82, flows into the first valve port e314 after exiting the radiator 82, and then flows into the first valve port a311, flows out from the first valve port a311 and then flows into the battery water pump 22, after being pressurized by the battery water pump 22, flows into the battery 83, flows out from the battery 83 and all flows into the controller 81, flows out from the controller 81 and then flows into the heat exchanger 50, flows out from the heat exchanger 50 and then flows into the first valve port b312, then flows into the first valve port c313 and flows from the first valve port c313 into the motor water pump 23, flows into the motor 80 after being circulated and pressurized by the motor water pump 23, so as to form a closed loop. In this working condition, the vehicle is stopped, the radiator 82 and the heat exchanger 50 are both stopped, and at this time the radiator 82 is equivalent to a gas-liquid separation device with a large capacity, the coolant discharges the air in the thermal management system into the radiator 82, and the air is discharged by the radiator 82, so that the whole system can work normally.

[0167] Correspondingly, since the vehicle is in a stopped state, the heating circuit is also in a stopped state.

[0168] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A thermal management system for a vehicle, characterized in that: include: A kettle assembly, a pump assembly, and a valve unit, wherein the kettle assembly comprises a shell and a cover plate, wherein the shell is covered on the cover plate and forms a receiving cavity together with the cover plate, and the pump assembly and the valve unit are respectively mounted on the shell; The accommodating cavity has a plurality of pipes for liquid circulation, the shell has a plurality of interfaces connected to the accommodating cavity, the first ends of the pipes are connected to the interfaces one by one, and the second ends of the pipes and a part of the pipes are located outside the accommodating cavity; The valve unit has a plurality of valve ports, which are connected to the interfaces in a one-to-one correspondence, and the valve unit is used to control the disconnection or connection between the interfaces and the valve ports corresponding to the interfaces, thereby controlling the disconnection or connection between the pipelines; It also includes a water-cooled condenser, a heat exchanger, a gas-liquid separator and an air conditioning integrated valve; the water-cooled condenser is mounted on a side of the shell away from the cover plate; the heat exchanger is mounted on a side of the cover plate away from the shell; the cover plate has a mounting portion, the mounting portion is located outside the accommodating cavity, the gas-liquid separator is mounted on a side of the mounting portion facing the shell; the air conditioning integrated valve is mounted on a side of the mounting portion away from the shell; The air conditioning integrated valve is connected to the refrigerant inlet of the water-cooled condenser; the refrigerant outlet of the water-cooled condenser is connected to the air conditioning integrated valve through a coaxial tube; The air conditioning integrated valve is communicated with the refrigerant inlet of the heat exchanger, and the refrigerant outlet of the heat exchanger is communicated with the refrigerant inlet of the gas-liquid separator; the refrigerant outlet of the gas-liquid separator is communicated with the air intake port of the compressor of the vehicle through the coaxial tube; the exhaust port of the compressor is communicated with the air conditioning integrated valve; The air conditioning integrated valve is communicated with the inlet of the air conditioning main unit condenser of the vehicle, and the outlet of the air conditioning main unit condenser is communicated with the air conditioning integrated valve through the coaxial tube.

2. The thermal management system according to claim 1, characterized in that: The housing has a first installation area and a second installation area on one side facing away from the cover plate, the plurality of interfaces include a plurality of first interfaces and a plurality of second interfaces, the first interface is located in the first installation area, and the second interface is located in the second installation area; The valve unit comprises a first multi-way valve and a second multi-way valve, the plurality of valve ports comprises a plurality of first valve ports and a plurality of second valve ports, the first valve ports are located on the first multi-way valve, and the second valve ports are located on the second multi-way valve; The first multi-way valve is connected in the first installation area, and the first interface is communicated with the first valve port in a one-to-one correspondence. The second multi-way valve is connected in the second installation area, and the second interface is communicated with the second valve port in a one-to-one correspondence.

3. The thermal management system according to claim 2, characterized in that: The plurality of pipes include a plurality of first pipes, each of the first pipes includes two first sub-pipes, a first end of a first sub-pipe in each of the first pipes corresponds to the first installation area, a second end of a first sub-pipe in each of the first pipes is used to communicate with a water outlet pipe of a same component in the vehicle, a first end of another first sub-pipe in each of the first pipes corresponds to the first installation area, and a second end of another first sub-pipe in each of the first pipes is used to communicate with a water inlet pipe of a same component in the vehicle; The component includes at least one of a radiator, a battery cooler, or a motor cooler.

4. The thermal management system according to claim 2, characterized in that: The plurality of pipelines include a second pipeline and a third pipeline, the first end of the second pipeline corresponds to the first installation area, and the first end of the third pipeline corresponds to the second installation area; The second pipe includes two second sub-pipes, one of the second sub-pipes is used to communicate with the water outlet pipe of the heater core in the vehicle, and the other of the second sub-pipes is communicated with the water inlet pipe of the heater in the vehicle; The third pipe includes two third sub-pipes, one of the third sub-pipes is used to communicate with the water outlet pipe of the heater, and the other third sub-pipe is communicated with the water inlet pipe of the warm air core.

5. The thermal management system according to any one of claims 1 to 4, characterized in that: The accommodating cavity has a water storage area inside, and the water storage area is located above the pipeline; The water storage area has a liquid replenishing port, and the liquid replenishing port is communicated with the pipeline.

6. The thermal management system according to claim 3, characterized in that: The water-cooled condenser has a first inlet and a first outlet, and the heat exchanger has a second inlet and a second outlet; The plurality of pipelines include two fourth pipelines, a first end of one of the fourth pipelines corresponds to the second installation area, and one of the fourth pipelines is communicated with the first inlet, and a first end of another of the fourth pipelines corresponds to the first installation area, and another of the fourth pipelines is communicated with the first outlet; The plurality of pipelines include two fifth pipelines, the first ends of the fifth pipelines both correspond to the first installation area, one of the fifth pipelines is connected to the second outlet, and the other of the fifth pipelines is connected to the second inlet.

7. The thermal management system according to claim 6, characterized in that: The gas-liquid separator is adjacent to the water-cooled condenser; The gas-liquid separator is also used to communicate with the evaporator outlet of the air-conditioning main unit of the vehicle.

8. The thermal management system according to claim 7, characterized in that: The air conditioning integrated valve is adjacent to the heat exchanger.

9. The thermal management system according to claim 1, characterized in that: The pump assembly includes a heating water pump, a battery water pump and a motor water pump. The heating water pump, the battery water pump and the motor water pump are respectively installed on the side of the shell away from the cover plate, and the heating water pump, the battery water pump and the motor water pump are respectively connected to different pipes located outside the accommodating cavity.

10. A vehicle, characterized in that: include: A vehicle body and a thermal management system according to any one of claims 1 to 9 installed on the vehicle body.

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