A thermal management system and an electric vehicle

Abstract

The application discloses a thermal management system and an electric vehicle, wherein the thermal management system comprises a centrally arranged compressor, a water-cooled condenser, a battery cooler, a valve body assembly, a first water pump, a second water pump and a third water pump. The arrangement mode makes the installation positions of various components more compact, and the pipeline wiring between various components is as short as possible, thereby not only helping to reduce the occupied space of the thermal management system, but also reducing the pressure loss of liquid when the liquid circulates along the pipeline, and improving the refrigeration efficiency or heating efficiency of the thermal management system. Moreover, the thermal management system can form a refrigeration loop of a passenger compartment, a heating loop of the passenger compartment, a refrigeration loop of a battery, a heating loop of the battery and a refrigeration loop of an electric drive, respectively, thereby being capable of refrigerating or heating any one or any multiple of the passenger compartment, the battery and the electric drive, and helping to flexibly control the temperature of various positions in the electric vehicle.

Description

[0001] This application is a divisional application of the original application with the application number 202080004172.X and the original filing date of September 22, 2020, and the entire contents of the original application are incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the Internet of Vehicles technical field, and in particular to a thermal management system and an electric vehicle. BACKGROUND

[0003] In recent years, electric vehicles have been more and more widely used in the field of power electronics. Electric vehicles achieve endurance and driving by storing electric energy, so that users can directly charge at home and other operations. Compared with traditional cars, electric vehicles not only help protect the environment, but also do not require users to go to gas stations to refuel, thereby helping to improve the convenience of users' lives.

[0004] Users tend to get better experience when using electric vehicles, for example, users want the passenger compartment to have a suitable temperature to improve the driving experience of users, and users also want the battery to be kept within a suitable temperature range, neither allowing the battery to be in a low temperature state for a long time to cause meaningless power loss, nor allowing the battery to be in a high temperature state for a long time to avoid explosion accidents and affect personal safety. However, there is still less research on the thermal management of electric vehicles at present. At the present stage, most electric vehicles use more components to form a relatively complex pipeline layout, but only a few temperature modes can be achieved, which not only has high cost and large volume, but also has poor flexibility in thermal management. For example, some electric vehicles can currently heat and cool the battery or electric drive, but cannot heat and cool the passenger compartment, which is not conducive to improving the driving experience of users. Some electric vehicles can only heat all internal components at the same time, and cannot achieve individual heating of each component, but in some cases, users may conflict with the heating or cooling required by the battery due to physical problems, and if the passenger compartment is also heated, it will not only not solve the user's problem but also make the user hotter.

[0005] Therefore, the thermal management of electric vehicles at the present stage still needs further research. SUMMARY

[0006] The present application provides a thermal management system and an electric vehicle to achieve thermal management of electric vehicles through fewer components and to maximize the number of temperature modes of electric vehicles.

[0007] In a first aspect, the present application provides a thermal management system, which can include a compressor, a water-cooled condenser, a battery cooler, a valve body assembly, a first water pump, a second water pump, and a third water pump. The water-cooled condenser can include a first heat exchange pipeline and a second heat exchange pipeline. The battery cooler can include a third heat exchange pipeline and a fourth heat exchange pipeline. The input end of the compressor is connected to the output end of an evaporator in a passenger cabin air conditioning box and the output end of the third heat exchange pipeline. The output end of the compressor is connected to the input end of the second heat exchange pipeline. The output end of the second heat exchange pipeline is connected to the input end of the evaporator and the input end of the third heat exchange pipeline. The first end of the valve body assembly is connected to the fourth end of the valve body assembly through a first pipeline. The first pipeline is provided with the first heat exchange pipeline, a heater core in the passenger cabin air conditioning box, and the first water pump. The second end of the valve body assembly is connected to the third end of the valve body assembly through a second pipeline. The second pipeline is provided with the third heat exchange pipeline. The fifth end of the valve body assembly is connected to the sixth end of the valve body assembly through a third pipeline. The third pipeline is provided with the third water pump and the battery. The seventh end of the valve body assembly is connected to the eighth end of the valve body assembly and the ninth end of the valve body assembly through a fourth pipeline. The fourth pipeline is provided with the second water pump, an electric drive, and a cooler in a front-end cooling module.

[0008] In the above design, by connecting the above-mentioned components according to the above-mentioned connection relationship, a refrigeration loop of the passenger cabin, a heating loop of the passenger cabin, a refrigeration loop of the battery, a heating loop of the battery, and a refrigeration loop of the electric drive can be formed respectively. Therefore, the scheme can also achieve refrigeration or heating of any one or any multiple of the passenger cabin, the battery, and the electric drive by controlling these components. When the thermal management system is arranged in an electric vehicle, this mode can achieve more temperature modes with fewer components, which not only saves costs and reduces the process complexity of the electric vehicle, but also helps to flexibly control the temperature of each position in the electric vehicle.

[0009] In an alternative design, the thermal management system can include a first integrated unit and a second integrated unit. One or more of the valve body assembly, the first water pump, the second water pump, and the third water pump can be integrated in the first integrated unit. One or more of the compressor, the water-cooled condenser, and the battery cooler can be integrated in the second integrated unit. Alternatively, the thermal management system includes a third integrated unit. One or more of the compressor, the water-cooled condenser, the battery cooler, the valve body assembly, the first water pump, the second water pump, and the third water pump are integrated in the third integrated unit. This design integrates each component in the thermal management system in an integrated unit, so that the installation of the thermal management system can be carried out in a modular manner, which helps to improve the flexibility of deployment.

[0010] In an alternative design, the valve body assembly can be a nine-way valve. In the first pipeline, the first end of the nine-way valve is connected to the input end of the first heat exchange pipeline, the output end of the first heat exchange pipeline is connected to the input end of the warm air core, the output end of the warm air core is connected to the input end of the first water pump, and the output end of the first water pump is connected to the fourth end of the nine-way valve. In the second pipeline, the second end of the nine-way valve is connected to the output end of the fourth heat exchange pipeline, and the input end of the fourth heat exchange pipeline is connected to the third end of the nine-way valve. In the third pipeline, the fifth end of the nine-way valve is connected to the output end of the third water pump, the input end of the third water pump is connected to the output end of the battery, and the input end of the battery is connected to the sixth end of the nine-way valve. In the fourth pipeline, the seventh end of the nine-way valve is connected to the output end of the second water pump, the input end of the second water pump is connected to the output end of the electric driver, the input end of the electric driver is connected to the output end of the cooler and the eighth end of the nine-way valve, respectively, and the input end of the cooler is connected to the ninth end of the nine-way valve. This design centrally deploys each component (such as the compressor, water-cooled condenser, battery cooler, valve body assembly, first water pump, second water pump, and third water pump) in the heat management system in the same area, making the installation location of each component more compact, allowing the pipeline to be as short as possible between each component, reducing the pressure loss of the liquid when it circulates along the pipeline, and thus helping to improve the refrigeration efficiency or heating efficiency of the heat management system. Furthermore, using a nine-way valve as a valve body assembly not only simplifies the structure of the heat management system and improves the convenience of valve body assembly control, but also helps to reduce the space occupied by the heat management system.

[0011] In an alternative design, the valve body assembly can include a five-way valve, a four-way valve, and a first three-way valve, and the first end of the five-way valve is connected to the third end of the four-way valve. In the first pipeline, the first end of the five-way valve is connected to the input end of the first heat exchange pipeline, the output end of the first heat exchange pipeline is connected to the input end of the warm air core, the output end of the warm air core is connected to the input end of the first water pump, and the output end of the first water pump is connected to the third end of the five-way valve. In the second pipeline, the fifth end of the five-way valve is connected to the output end of the fourth heat exchange pipeline, and the input end of the fourth heat exchange pipeline is connected to the first end of the four-way valve. In the third pipeline, the second end of the four-way valve is connected to the output end of the battery, the input end of the battery is connected to the output end of the third water pump, and the input end of the third water pump is connected to the fourth end of the five-way valve. In the fourth pipeline, the first end of the first three-way valve is connected to the output end of the second water pump, the input end of the second water pump is connected to the second end of the five-way valve, the third end of the first three-way valve is connected to the input end of the cooler, the output end of the cooler and the second end of the first three-way valve are respectively connected to the input end of the electric driver, and the output end of the electric driver is connected to the fourth end of the four-way valve. This design uses multiple valves to implement the valve body assembly. Compared with a nine-way valve, these valves are simpler in function, and the cost of using these valves is relatively low and easier to obtain.

[0012] In an alternative design, the heat management system can further comprise a second three-way valve, a first end of the second three-way valve being connected to an input end of the third water pump, a second end of the second three-way valve being connected to a first end of the five-way valve, and a third end of the second three-way valve being connected to a third end of the four-way valve. With this design, the valve body assembly can further build a battery circulation loop and a cabin circulation loop through the second three-way valve, and in the case of simultaneously cooling the battery and the cabin or simultaneously heating the battery and the cabin, the temperature of the battery and the temperature of the cabin can be controlled separately through the two circulation loops respectively, further improving the flexibility of heat management.

[0013] In an alternative design, the heat management system can further comprise a high-pressure pipe and a low-pressure pipe arranged coaxially, and the high-pressure pipe and the low-pressure pipe are used for heat exchange. The input end of the high-pressure pipe is connected to the output end of the second heat exchange pipe, the output end of the high-pressure pipe is connected to the input end of the third heat exchange pipe and the input end of the evaporator respectively, the input end of the low-pressure pipe is connected to the output end of the heater core and the output end of the third heat exchange pipe respectively, and the output end of the low-pressure pipe is connected to the input end of the compressor. With this design, the liquid can be subjected to secondary heat exchange through the high-pressure pipe and the low-pressure pipe after being subjected to primary heat exchange through the first heat exchange pipe and the second heat exchange pipe, which helps to further reduce the temperature of the liquid or further increase the temperature of the liquid, thereby helping to improve the cooling efficiency or the heating efficiency.

[0014] In an alternative design, the heat management system can further comprise a water heater, the input end of the water heater being connected to the output end of the first heat exchange pipe, and the output end of the water heater being connected to the input end of the heater core. In this way, when the temperature of the liquid output by the second heat exchange pipe cannot meet the heating demand of the passenger cabin or the battery, the liquid can be further heated by the water heater to improve the heating effect.

[0015] In an alternative design, the heat management system can further comprise a first throttle valve and a second throttle valve. The input end of the first throttle valve and the input end of the second throttle valve are connected to the output end of the second heat exchange pipe respectively, the output end of the first throttle valve is connected to the input end of the third heat exchange pipe, and the output end of the second throttle valve is connected to the input end of the evaporator. In this design, since the first throttle valve and the second throttle valve are located in different refrigerant loops respectively, the heat management system can further control the amount of liquid flowing into the two refrigerant loops through the first throttle valve and the second throttle valve, so that the cooling effect in each refrigerant loop can meet the user's demand as much as possible.

[0016] In an optional design, the thermal management system may further include a liquid storage tank, which is disposed outside the output end of the second heat exchange pipe. The liquid storage tank's input end is connected to the output end of the second heat exchange pipe, and the liquid storage tank's output end is connected to the first end of the valve body assembly. In this way, the liquid storage tank can adjust the amount of liquid in the refrigerant circuit based on cooling or heating performance. For example, when the liquid level decreases, the liquid storage tank can automatically store more liquid.

[0017] In an optional design, the thermal management system may also include a gas-liquid separator, with its input connected to the output of the evaporator and the output of the third heat exchange pipe, respectively, and its output connected to the input of the compressor. This design not only uses the gas-liquid separator to store liquid but also allows it to retain liquid from the gas-liquid mixture, allowing only gas to flow into the compressor, thereby improving the compressor's compression efficiency.

[0018] In an alternative design, the thermal management system may further include a first kettle and a second kettle. The first kettle's input is connected to the heater core's output, the first kettle's output is connected to the first water pump's input, the second kettle's input is connected to the electric driver's output, and the second kettle's output is connected to the valve assembly's seventh terminal. With this design, the thermal management system can also use the first and second kettles to filter gas, allowing only liquid to circulate in each loop, thereby improving cooling or heating performance.

[0019] In a second aspect, the present application further provides an electric vehicle, which may include a controller and the thermal management system described in any one of the first aspects, a passenger compartment air conditioner, a battery, a driver, and a front-end cooling module. The controller may be connected to the various valves in the thermal management system and, by controlling the opening and closing of the valves, implement any of the following modes: simultaneous passenger compartment and battery cooling, separate passenger compartment cooling, separate battery cooling, battery cooling and passenger compartment heating, natural battery cooling, automatic driver cooling, simultaneous passenger compartment and battery heating, battery heating and passenger compartment dehumidification, separate passenger compartment heating, separate battery heating, and complete vehicle dehumidification. This design allows the electric vehicle to freely switch between cooling and heating modes for one or more of the passenger compartment, battery, and driver, helping the electric vehicle meet the diverse needs of various users and enhance the user experience.

[0020] These and other aspects of the present application will become more readily apparent from the description of the following embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] FIG. 1A The following is a schematic diagram showing the structure of a thermal management system provided in the first embodiment of the present application;

[0022] FIG. 1B An exemplary schematic diagram of a structure of another heat management system provided by Embodiment One of the present application is shown;

[0023] FIG. 2A An exemplary schematic diagram of an integrated manner of a valve assembly provided by Embodiment One of the present application is shown;

[0024] FIG. 2B An exemplary schematic diagram of another integrated manner of a valve assembly provided by Embodiment One of the present application is shown;

[0025] FIG. 3A An exemplary schematic diagram of an integrated manner of a plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0026] FIG. 3B An exemplary schematic diagram of another integrated manner of a plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0027] FIG. 3C An exemplary integrated manner of yet another plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0028] FIG. 4A An exemplary schematic diagram of yet another integrated manner of a plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0029] FIG. 4B An exemplary schematic diagram of yet another integrated manner of a plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0030] FIG. 4C An exemplary schematic diagram of yet another integrated manner of a plate heat exchanger assembly provided by Embodiment One of the present application is shown;

[0031] FIG. 5A An exemplary schematic diagram of a total integrated manner when a liquid storage tank is used provided by Embodiment One of the present application is shown;

[0032] FIG. 5B An exemplary schematic diagram of a total integrated manner when a gas-liquid separator is used provided by Embodiment One of the present application is shown;

[0033] FIG. 6A An exemplary schematic diagram of a communication relationship of a heat management system in a mode of simultaneously refrigerating a passenger cabin and a battery is shown;

[0034] FIG. 6B An exemplary schematic diagram of a communication relationship of a heat management system in a mode of refrigerating a passenger cabin alone is shown;

[0035] FIG. 6C An exemplary schematic diagram of a communication relationship of a heat management system in a mode of refrigerating a battery alone is shown;

[0036] FIG. 6D Fig. 2 shows a schematic diagram of the communication relationship of the heat management system in a battery refrigeration and passenger cabin heating mode;

[0037] FIG. 6E Fig. 3 shows a schematic diagram of the communication relationship of the heat management system in a battery natural cooling mode;

[0038] FIG. 6F Fig. 4 shows a schematic diagram of the communication relationship of the heat management system in a motor natural cooling mode;

[0039] FIG. 6G Fig. 5 shows a schematic diagram of the communication relationship of the heat management system in a passenger cabin and battery simultaneous heating mode;

[0040] FIG. 6H Fig. 6 shows a schematic diagram of the communication relationship of the heat management system in a battery heating and passenger cabin dehumidification mode;

[0041] FIG. 6I Fig. 7 shows a schematic diagram of the communication relationship of the heat management system in a passenger cabin alone heating mode;

[0042] FIG. 6J Fig. 8 shows a schematic diagram of the communication relationship of the heat management system in a battery alone heating mode;

[0043] FIG. 6K Fig. 9 shows a schematic diagram of the communication relationship of the heat management system in a motor natural cooling mode;

[0044] FIG. 7A Fig. 10 shows a schematic diagram of the structure of a heat management system provided by Embodiment Two of the present application;

[0045] FIG. 7B Fig. 11 shows a schematic diagram of another structure of a heat management system provided by Embodiment Two of the present application;

[0046] FIG. 8 Fig. 12 shows a schematic diagram of a total integration mode provided by Embodiment Two of the present application;

[0047] FIG. 9A Fig. 13 shows a schematic diagram of the communication relationship of the heat management system in a passenger cabin and battery simultaneous refrigeration mode;

[0048] FIG. 9B Fig. 14 shows a schematic diagram of the communication relationship of the heat management system in a passenger cabin alone refrigeration mode;

[0049] FIG. 9C Fig. 15 shows a schematic diagram of the communication relationship of the heat management system in a battery alone refrigeration mode;

[0050] FIG. 9D Fig. 1 shows a schematic diagram of the communication relationship of a heat management system in a battery natural cooling mode;

[0051] FIG. 9E Fig. 2 shows a schematic diagram of the communication relationship of a heat management system in a motor natural cooling mode;

[0052] FIG. 9F Fig. 3 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin and battery simultaneous heating mode;

[0053] FIG. 9G Fig. 4 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin only heating mode;

[0054] FIG. 9H Fig. 5 shows a schematic diagram of the communication relationship of a heat management system in a battery only heating mode;

[0055] FIG. 10 Fig. 6 shows a schematic diagram of a heat management system according to an embodiment of the present application;

[0056] FIG. 11 Fig. 7 shows a schematic diagram of a total integration mode according to an embodiment of the present application;

[0057] FIG. 12A Fig. 8 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin and battery simultaneous cooling mode;

[0058] FIG. 12B Fig. 9 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin only cooling mode;

[0059] FIG. 12C Fig. 10 shows a schematic diagram of the communication relationship of a heat management system in a battery only cooling mode;

[0060] FIG. 12D Fig. 11 shows a schematic diagram of the communication relationship of a heat management system in a battery cooling and passenger cabin heating mode;

[0061] FIG. 12E Fig. 12 shows a schematic diagram of the communication relationship of a heat management system in a motor natural cooling mode;

[0062] FIG. 12F Fig. 13 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin and battery simultaneous heating mode;

[0063] FIG. 12G Fig. 14 shows a schematic diagram of the communication relationship of a heat management system in a passenger cabin only heating mode;

[0064] FIG. 12HA schematic diagram of the communication relationship of the heat management system in a battery-only heating mode is shown;

[0065] FIG. 12I A schematic diagram of the communication relationship of the heat management system in a dehumidified passenger cabin mode is shown;

[0066] FIG. 13 An internal explosion view of a heat management system corresponding to the embodiment is shown;

[0067] FIG. 14 An appearance structure diagram of a heat management system provided by the embodiment of the application is shown. DETAILED DESCRIPTION

[0068] The heat management system in the present application is applicable to an electric vehicle. The electric vehicle is a kind of traffic tool using an electric drive to drive and travel. The electric drive may, for example, include a power distribution unit (PDU), a microcontroller unit (MCU), a mapped diagnostic context (MDC), and a motor. In the heat management system used on the existing electric vehicle, the deployment positions of various components are relatively dispersed, resulting in a longer pipeline wiring, which causes a more serious pressure loss of liquid circulating in the pipeline, affecting the refrigeration effect or heating effect of the loop. In view of this, the heat management system in the present application centrally deploys various components in the heat management system, improves the refrigeration effect and heating effect of the loop by using shorter loop wiring, and further realizes the separate cooling of any one of the passenger cabin, the battery, and the electric drive in the electric vehicle, and the simultaneous cooling of any two or any three of the passenger cabin, the battery, and the electric drive in the electric vehicle.

[0069] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. It should be noted that in the description of the present application, “at least one” means one or more, wherein more means two or more. Therefore, “more” in the embodiments of the present application can also be understood as “at least two”. “And / or” describes the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B can represent the following three cases: A exists alone, A and B exist together, and B exists alone. In addition, the character “ / ”, if not specially stated, generally represents an “or” relationship between the front and rear associated objects. In addition, it should be understood that in the description of the present application, “first”, “second”, and the like are only used for distinguishing purposes of description, and cannot be understood as indicating or implying relative importance, nor can it be understood as indicating or implying order.

[0070] It should be noted that "connection" in the present application refers to connection through a pipeline, i.e., "connection" appearing hereinafter can be replaced by "connection through a pipeline". Moreover, "battery" hereinafter can be understood as a pipeline where the battery is located.

[0071] Embodiment one

[0072] FIG. 1A An exemplary structural schematic diagram of a thermal management system provided by the embodiment one of the present application is shown as follows, FIG. 1A The thermal management system can include a compressor, a water-cooled condenser, a battery cooler, a five-way valve, a four-way valve, a three-way valve, a first water pump (11), a second water pump (12), and a third water pump (13). The water-cooled condenser can include a first heat exchange pipeline and a second heat exchange pipeline. The battery cooler can include a third heat exchange pipeline and a fourth heat exchange pipeline. The input end (a 11 ) of the first heat exchange pipeline is connected to the first end (a 21 ) of the five-way valve and the third end (a 43 ) of the four-way valve, respectively. The output end (a 12 ) of the first heat exchange pipeline is connected to the input end of a heater core in a passenger cabin air conditioning box. The output end of the heater core is connected to the input end of the water pump 10. The output end of the water pump 10 is connected to the third end (a 23 ) of the five-way valve. The input end (a 13 ) of the second heat exchange pipeline is connected to the output end of the compressor. The output end (a 14 ) of the second heat exchange pipeline is divided into two branches. One branch is connected to the input end (a 31 ) of the third heat exchange pipeline, and then returns to the input end of the compressor through the output end (a 32 ) of the third heat exchange pipeline. The other branch is connected to the input end of an evaporator in the passenger cabin air conditioning box, and then returns to the input end of the compressor through the output end of the evaporator. The input end (a 33 ) of the fourth heat exchange pipeline is connected to the first end (a 41 ) of the four-way valve. The output end (a 34 ) of the fourth heat exchange pipeline is connected to the fifth end (a 25 ) of the five-way valve. The second end (a 22 ) of the five-way valve is connected to the input end of the water pump 11. The output end of the water pump 11 is connected to the first end (a 51 ) of the three-way valve. The second end (a 52 ) of the three-way valve is connected to the input end of an electric drive. The third end (a 53 ) of the three-way valve is connected to the input end of a cooler in a front-end cooling module. The output end of the cooler is also connected to the input end of the electric drive. Thus, the fourth end (a 44 ) of the four-way valve is connected to the output end of the electric drive. The fourth end (a 24) is connected to the input end of the water pump 12, the output end of the water pump 12 is connected to the input end of the battery, and the output end of the battery is connected to the second end of the four-way valve (a 42 ).

[0073] It should be noted that FIG. 1A The connection relationship of each component in the figure is only an exemplary description. The positions of each component on the same loop can also be exchanged, and it is not limited to FIG. 1A The connection relationship shown. For example FIG. 1A The water pump 11 can also be set between the kettle 16 and the fourth end a44 of the four-way valve. In this case, the internal structure of the thermal management system can refer to FIG. 1B As shown, since the water pump 11 is only FIG. 1A The five-way valve shown here moves one end to FIG. 1B The four-way valve shown in the figure has one end, so this position exchange has no essential impact on the implementation of the solution. FIG. 1A The thermal management system shown in the figure introduces the specific implementation process of the solution.

[0074] In the embodiment of the present application, the cooler is arranged in the front cooling module, and the front cooling module is also provided with a first fan (1). The fan 1 can realize heat exchange between the ambient temperature and the cooler based on the ambient air. Therefore, the heat exchange of the cooler can specifically include heating or cooling. For example, the temperature of the coolant is lower than the ambient temperature in winter, so the front cooling module can heat the coolant based on the ambient temperature. The temperature of the coolant is higher than the ambient temperature in summer, so the front cooling module can also cool the coolant based on the ambient temperature. For ease of understanding, the following description is based on the example of the front cooling module only cooling. It should be noted that this does not limit the front cooling module to not heating. In the embodiment of the present application, the evaporator and the heater core are arranged in the passenger compartment air conditioning box, and the passenger compartment air conditioning box can also be provided with a second fan (2). The fan 2 can directly blow the ambient air (neither cooling nor heating) to the passenger compartment, or can cool the air environment through the evaporator before blowing out the ambient air, or can heat the air through the heater core before blowing out the ambient air.

[0075] In an optional embodiment, continue to refer to FIG. 1A As shown, the thermal management system may further include a water heater, the input end of the water heater is connected to the output end a of the first heat exchange pipe. 12The output end of the water heater is connected to the input end of the air heating core. The water heater is used to heat the cooling liquid flowing through the water heater. When the passenger cabin needs to be heated, if the temperature of the air blown out by the air heating core to the passenger cabin does not reach the temperature set by the user, the water heater can also be used to heat the cooling liquid output by the first heat exchange pipeline, so that the cooling liquid flowing to the air heating core has a higher temperature, thereby helping to increase the temperature of the air blown out to the passenger cabin and improving the heating effect of the passenger cabin. If the temperature of the air blown out by the air heating core to the passenger cabin is appropriate, the water heater can be turned off directly.

[0076] In an alternative embodiment, continuing to refer to FIG. 1A As shown in FIG. 1, the thermal management system can further include at least one throttling valve, for example, a first throttling valve (13) and a second throttling valve (14). The input end of the throttling valve 13 and the input end of the throttling valve 14 are respectively connected to the output end a 14 of the second heat exchange pipeline. The output end of the throttling valve 13 is connected to the input end a 31 of the third heat exchange pipeline. The output end of the throttling valve 14 is connected to the input end of the evaporator. The throttling valve is used to control the flow of the output liquid, and when the throttling valve is completely closed, the throttling valve does not output liquid. In this case, if the throttling valve 13 is closed, the low-temperature and low-pressure refrigerant liquid obtained by the second heat exchange pipeline cannot be transmitted to the third heat exchange pipeline through the throttling valve 13, and the fourth heat exchange pipeline cannot be heat exchanged with the third heat exchange pipeline to obtain low-temperature cooling liquid, so that the thermal management system cannot cool the battery or the electric drive through the refrigerant. Similarly, if the throttling valve 14 is closed, the high-temperature and high-pressure refrigerant liquid obtained by the first heat exchange pipeline cannot be transmitted to the air heating core through the throttling valve 14, so that the thermal management system cannot heat the passenger cabin through the refrigerant.

[0077] In an alternative embodiment, continuing to refer to FIG. 1A As shown in FIG. 1, the thermal management system can further include a liquid storage tank, which is arranged outside the output end of the second heat exchange pipeline, the input end of the liquid storage tank is connected to the output end of the second heat exchange pipeline, and the output end of the liquid storage tank is connected to the first end a 21Connection. The liquid storage tank is used to store part of the refrigerant liquid in the first refrigerant loop and / or the second refrigerant loop. When the temperature is too low, the thermal management system can increase the refrigerant stored in the liquid storage tank to reduce the refrigerant participating in the flow in the first refrigerant loop and / or the second refrigerant loop, reduce the refrigeration capacity of the first refrigerant loop and / or the second refrigerant loop, and improve the problem of the temperature being too low. When the temperature is too low, the thermal management system can reduce the refrigerant stored in the liquid storage tank to increase the refrigerant participating in the flow in the first refrigerant loop and / or the second refrigerant loop, increase the refrigeration capacity of the first refrigerant loop and / or the second refrigerant loop, and achieve further cooling. In addition, when the high-temperature and high-pressure refrigerant gas output by the compressor enters the second heat exchange pipeline, if the heat exchange capacity of the second heat exchange pipeline is not enough (for example, there is too much refrigerant gas, and the heat exchanged cannot condense all the refrigerant liquid), the refrigerant liquid obtained after heat exchange may still be mixed with part of the refrigerant gas. If this gas-liquid mixture is directly transmitted to the third heat exchange pipeline, it will also affect the cooling capacity of the third heat exchange pipeline for the cooling liquid in the fourth heat exchange pipeline. In order to solve this problem, the input end of the liquid storage tank can be arranged at the upper end of the tank body, and the output end of the liquid storage tank can be arranged at the middle lower end of the tank body. In this way, when the gas-liquid mixture output by the second heat exchange pipeline passes through the liquid storage tank, the liquid storage tank can also filter the refrigerant gas, output as much refrigerant liquid and as little refrigerant gas as possible to the third heat exchange pipeline, and improve the heat exchange capacity of the battery cooler.

[0078] In the embodiments of the present application, when the evaporation capacity of the evaporator for the refrigerant liquid is insufficient (or the flow rate of the refrigerant liquid is too fast and the evaporation has not been completed, or the evaporated refrigerant gas condenses when flowing), the refrigerant gas output by the evaporator or the third heat exchange pipeline may also be mixed with part of the refrigerant liquid. This not only affects the compression effect of the compressor, but also may affect the service life of the compressor due to the presence of the refrigerant liquid. Therefore, in order to solve this problem, in an alternative embodiment, the above-mentioned embodiments are continued to refer to FIG. 1AAs shown, the heat management system can further comprise a gas-liquid separator, an input end of the gas-liquid separator being connected to an output end of the evaporator and an output end of the third heat exchange pipeline respectively, and an output end of the gas-liquid separator being connected to an input end of the compressor, the gas-liquid separator being used to separate the refrigerant outputted by the evaporator and / or the third heat exchange pipeline into refrigerant gas and refrigerant liquid, and to flow the refrigerant gas into the compressor and to store the refrigerant liquid in the gas-liquid separator. In this way, on the one hand, the compressor can receive pure refrigerant gas (here, pure means not mixed with refrigerant liquid), and the compression effect of the compressor can be improved as much as possible without affecting the service life of the compressor; on the other hand, the refrigeration effect of the refrigerant loop can be adjusted by storing the refrigerant liquid. As an example, since the gas-liquid separation device and the liquid storage tank can both store refrigerant liquid, the heat management system can be provided with only the gas-liquid separation device or only the liquid storage tank, without simultaneously providing both components, so as to reduce the cost of the heat management system. When only the liquid storage tank is provided, if it is desired that the compressor receive pure refrigerant gas, the flow of refrigerant liquid to the evaporator and the third heat exchange pipeline can be adjusted by adjusting the flow rates of the throttling valves 13 and 14, so as to ensure that all the refrigerant liquid is evaporated, so that there is no residual refrigerant liquid in the refrigerant gas outputted by the evaporator and the third heat exchange pipeline.

[0079] In an alternative implementation, continuing to refer to FIG. 1A As shown, the heat management system can further comprise at least one water tank, such as a first water tank (15) and a second water tank (16). An input end of the water tank 15 can be connected to an output end of the warm air core, and an output end of the water tank 15 can be connected to an input end of the water pump 10. An input end of the water tank 16 can be connected to an output end of the electric drive, and an output end of the water tank 16 can be connected to a fourth end a of the four-way valve. 44 The water tank is a container with an open top, the input end of the water tank is located at the top of the water tank, and the output end of the water tank is located at the bottom of the water tank. When a gas-liquid mixture enters the water tank through the input end of the water tank, the liquid in the gas-liquid mixture will flow to the bottom of the water tank due to gravity and then flow out of the water tank through the output end of the water tank, and the gas in the gas-liquid mixture will be left in the water tank. Therefore, the water tank actually corresponds to a component for purifying liquid (so that the liquid is not mixed with gas). In this case, the water tank 15 and the water tank 16 are both provided in the cooling liquid loop, so the water tank 15 and the water tank 16 can purify the cooling liquid in the cooling liquid loop, and the purer the cooling liquid, the better the temperature adjustment effect of the cooling liquid loop.

[0080] In an alternative implementation, continuing to refer to FIG. 1A As shown, in order to know the actual temperature and pressure at each key position in the heat management system, so as to determine whether the temperature control effect needs to be adjusted next time, a temperature and pressure sensor, such as a temperature and pressure sensor P10 , the temperature and pressure sensor P 11 , the temperature and pressure sensor P 12 , and the temperature and pressure sensor P 13 . The temperature and pressure sensor P 10 is arranged at the outlet of the compressor, and is used to detect the temperature and pressure of the refrigerant output by the compressor. The temperature and pressure sensor P 11 is arranged at the outlet of the third heat exchange pipeline, and is used to detect the temperature and pressure of the battery cooler. The temperature and pressure sensor P 12 is arranged at the water inlet of the electric drive, and is used to detect the temperature and pressure of the electric drive. The temperature and pressure sensor P 13 is arranged at the water inlet of the battery, and is used to detect the temperature and pressure of the battery. It should be understood that the key positions shown above are only exemplary, and the present application is not limited to only these key positions.

[0081] According to the above, the embodiment one of the present application tries to deploy each component in the thermal management system in the same area, which makes the installation position of each component more compact, and the pipe routing between each component shorter, thereby not only helping to reduce the occupied space of the thermal management system, but also reducing the pressure loss of the liquid when the liquid circulates along the pipe, and improving the refrigeration efficiency or heating efficiency of the thermal management system.

[0082] In the embodiment of the present application, each component in the thermal management system can also be modularly designed in an integrated manner. Modular design refers to integrating components with similar functions or structures (or randomly selected components) to form a module, which not only helps to reduce the occupied space, but also enables the module to be freely combined, thereby improving the flexibility of the design. There are various schemes for realizing modular design, for example:

[0083] In an alternative embodiment, each valve in the thermal management system can be integrated in a first integrated unit (referred to as a valve assembly). The valve component refers to a component that can control the flow of liquid. Each valve can include at least two of the five-way valve, the three-way valve, the four-way valve, the water pump 10, the water pump 11, the water pump 12, the water jug 15, and the water jug 16. Two possible integrated ways of the valve assembly are exemplarily introduced below.

[0084] FIG. 2A An integrated way of a valve assembly provided by the embodiment one of the present application is exemplarily shown in the schematic diagram as shown in FIG. 2A This integrated way integrates the five-way valve, the three-way valve, the water pump 10, the water pump 11, and the water pump 12 in the first integrated unit.

[0085] FIG. 2B Another integrated way of a valve assembly provided by the embodiment one of the present application is exemplarily shown in the schematic diagram as shown in FIG. 2BAs shown, the integrated mode integrates the five-way valve, the three-way valve, the water pump 10, the water pump 11, the water pump 12, the four-way valve, the water jug 15 and the water jug 16 in the valve assembly. The valve assembly in this mode has more components integrated than the valve assembly in the mode shown in FIG. 1, so the structure is more compact. FIG. 3A The mode shown in FIG. 2 integrates more components than the mode shown in FIG. 1, so the structure is more compact.

[0086] In an alternative embodiment, the various heat exchange components in the thermal management system can also be integrated in a second integrated unit (referred to as a heat exchange assembly). The heat exchange components refer to components capable of performing heat exchange operations. The various heat exchange components can include a water-cooled condenser and a battery cooler, or can also include a water heater or a compressor. Understandably, when the thermal management system includes a liquid storage tank, since the liquid storage tank is directly arranged at a side port of the water-cooled condenser, the liquid storage tank can also be directly integrated in the heat exchange assembly. Correspondingly, since the throttle valve 13 is arranged at a side port of the battery cooler, the throttle valve 13 can also be directly integrated in the heat exchange assembly. In addition, in order to facilitate detection of the heat exchange conditions of each heat exchange component, some temperature and pressure sensors corresponding to the heat exchange components can also be integrated in the heat exchange assembly.

[0087] When the thermal management system includes a liquid storage tank, the heat exchange assembly can be integrated in the following mode.

[0088] FIG. 3A An exemplary schematic diagram of an integrated mode of a heat exchange assembly provided by the embodiment one of the present application is shown in FIG. 3. FIG. 3A As shown, the integrated mode integrates the water-cooled condenser and the battery cooler in the heat exchange assembly, and the liquid storage tank arranged at a side port of the water-cooled condenser and the throttle valve 13 arranged at a side port of the battery cooler can also be integrated in the heat exchange assembly, and temperature and pressure sensors P x1 ) can also be integrated on the connecting pipelines of the water-cooled condenser and the battery cooler.

[0089] FIG. 3B An exemplary schematic diagram of another integrated mode of a heat exchange assembly provided by the embodiment one of the present application is shown in FIG. 4. FIG. 3B As shown, the integrated mode integrates the water-cooled condenser, the battery cooler and the water heater in the heat exchange assembly, and the liquid storage tank arranged at a side port of the water-cooled condenser and the throttle valve 13 arranged at a side port of the battery cooler can also be integrated in the heat exchange assembly, and temperature and pressure sensors P x1 ) can also be integrated on the connecting pipelines of the water-cooled condenser and the battery cooler.

[0090] FIG. 3C An exemplary schematic diagram of another integrated mode of a heat exchange assembly provided by the embodiment one of the present application is shown in FIG. 5. FIG. 3CAs shown, the integrated manner integrates the water-cooled condenser, the battery cooler, the water heater and the compressor in the plate heat exchanger assembly. The liquid storage tank arranged at the port side of the water-cooled condenser and the throttle valve 13 arranged at the side port of the battery cooler can also be integrated in the plate heat exchanger assembly, and the connecting pipeline of the water-cooled condenser and the battery cooler can also be integrated with the temperature and pressure sensor P x1 The connecting pipeline of the water-cooled condenser and the compressor can also be integrated with the temperature and pressure sensor (P x2 ), and the connecting pipeline of the compressor and the battery cooler can also be integrated with the temperature and pressure sensor (P x3 ).

[0091] When the gas-liquid separator is included in the thermal management system, the plate heat exchanger assembly can be integrated in the following manner.

[0092] FIG. 4A An exemplary schematic diagram of another integrated manner of the plate heat exchanger assembly provided by the embodiment one of the present application is shown in FIG. 6. FIG. 4A As shown, the integrated manner integrates the water-cooled condenser and the battery cooler in the plate heat exchanger assembly. The throttle valve 13 arranged at the side port of the battery cooler can also be integrated in the plate heat exchanger assembly, and the connecting pipeline of the water-cooled condenser and the battery cooler can also be integrated with the temperature and pressure sensor P x1 .

[0093] FIG. 4B An exemplary schematic diagram of another integrated manner of the plate heat exchanger assembly provided by the embodiment one of the present application is shown in FIG. 7. FIG. 4B As shown, the integrated manner integrates the water-cooled condenser, the battery cooler and the water heater in the plate heat exchanger assembly. The throttle valve 13 arranged at the side port of the battery cooler can also be integrated in the plate heat exchanger assembly, and the connecting pipeline of the water-cooled condenser and the battery cooler can also be integrated with the temperature and pressure sensor P x1 .

[0094] FIG. 4C An exemplary schematic diagram of another integrated manner of the plate heat exchanger assembly provided by the embodiment one of the present application is shown in FIG. 8. FIG. 4C As shown, the integrated manner integrates the water-cooled condenser, the battery cooler, the water heater, the compressor and the gas-liquid separator in the plate heat exchanger assembly. The throttle valve 13 arranged at the side port of the battery cooler can also be integrated in the plate heat exchanger assembly, and the connecting pipeline of the water-cooled condenser and the battery cooler can also be integrated with the temperature and pressure sensor P x1 The connecting pipeline of the water-cooled condenser and the compressor can also be integrated with the temperature and pressure sensor (P x2 ), and the connecting pipeline of the compressor and the battery cooler can also be integrated with the temperature and pressure sensor (P x3 ).

[0095] It should be understood that the heat management system can also integrate the various board exchange components in a board exchange assembly and integrate the various valve components in a valve assembly, so that the heat management system simultaneously includes the board exchange assembly and the valve assembly. When including the valve assembly and the board assembly, the heat management system can be integrated according to any combination of the valve assembly and the board assembly described above, which will not be repeated here.

[0096] In yet another optional embodiment, the various board exchange components in the heat management system and the various valve components can also be integrated in the same assembly at the same time, the various board exchange components can include one or more of the water-cooled condenser, the battery cooler, the water heater, the compressor and the gas-liquid separator, and the various valve components can include one or more of the five-way valve, the three-way valve, the four-way valve, the water pump 10, the water pump 11, the water pump 12, the water tank 15 and the water tank 16. FIG. 5A An exemplary schematic diagram of a total integration mode corresponding to the use of a liquid storage tank is shown in the embodiment one of the present application, FIG. 5B An exemplary schematic diagram of a total integration mode corresponding to the use of a gas-liquid separator is shown in the embodiment one of the present application. This mode integrates all the board exchange components and all the valve components in one integrated unit, so that the structure is more compact and occupies less space.

[0097] In the above several embodiments, by integrating the various components in the front compartment of the electric vehicle (excluding the front cooling module), not only can the structural complexity of the heat management system be reduced and the occupied space be reduced, but also the wiring between the various components can be shortened through this compact structure arrangement, thereby helping to solve the problem of dispersion of the installation position of the components of the heat management system and the excessive length of the pipeline in the current electric vehicle. When the coolant or refrigerant circulates in this short circulation link, the pressure loss of the coolant or refrigerant during circulation is small, thereby also helping to improve the efficiency of the refrigerant circuit. In addition, this integration mode can be made into modular components, thereby also facilitating maintenance and carrying.

[0098] Next, several loops that can be formed by the heat management system according to the schematic diagram of FIG. 1A

[0099] ​The first refrigerant loop contains a refrigerant, such as Freon. The refrigerant gas in this loop is compressed by the compressor into a high-temperature, high-pressure refrigerant gas, which then passes through the second and third heat exchange pipes and returns to the compressor. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange with the first heat exchange pipe in the second heat exchange pipe, resulting in a low-temperature refrigerant liquid (corresponding to the high-temperature coolant liquid obtained after heat exchange in the first heat exchange pipe). This low-temperature refrigerant liquid then flows into the third heat exchange pipe, where it undergoes heat exchange with the fourth heat exchange pipe, resulting in a high-temperature refrigerant gas (corresponding to the low-temperature coolant liquid obtained after heat exchange in the fourth heat exchange pipe).

[0100] The second refrigerant loop also contains refrigerant, which is shared with the refrigerant in the first refrigerant loop. Assuming no refrigerant storage, when more refrigerant is allocated to the first refrigerant loop, less refrigerant is allocated to the second refrigerant loop. The refrigerant in this loop is compressed by the compressor into a high-temperature, high-pressure refrigerant gas. It then passes through the second heat exchange pipe and the evaporator, returning to the compressor. The high-temperature, high-pressure refrigerant gas from the compressor exchanges heat with the first heat exchange pipe in the second heat exchange pipe, producing a low-temperature refrigerant liquid (the corresponding high-temperature coolant liquid is obtained after heat exchange in the first heat exchange pipe). This low-temperature refrigerant liquid then flows into the evaporator, where it evaporates and absorbs heat. When the passenger compartment air conditioner is in cooling mode, the evaporator absorbs heat to cool the surrounding air. The cooled air is then blown into the passenger compartment, where it exchanges heat in the evaporator to produce high-temperature refrigerant gas, which then flows back to the compressor. It can be seen that the second refrigerant circuit can be used to cool the passenger compartment using the refrigerant.

[0101] The first coolant loop is pre-filled with coolant, such as a mixture of water and ethanol. The coolant in the loop is driven by the water pump 12 and sequentially passes through the battery, the second end a of the four-way valve, and the 42 , the first end of the four-way valve a 41 , the fourth heat exchange pipe, the fifth end a of the five-way valve 25 and the fourth end a of the five-way valve 24 The water then returns to water pump 12. When the first refrigerant loop is open, the fourth heat exchange pipe can exchange heat to produce low-temperature coolant, which circulates in the first coolant loop, thereby cooling the battery. When the first refrigerant loop is closed, the fourth heat exchange pipe cannot exchange heat, and therefore room-temperature coolant circulates in the first coolant loop.

[0102] The second coolant loop is pre-filled with coolant. The coolant in the loop is driven by the water pump 12 and passes through the battery, the second end a of the four-way valve in sequence. 42, the first end a of the four-way valve 41 , the fifth end a of the four-way valve 25 , the second end a of the four-way valve 22 , the first end a of the three-way valve 51 , the second end a of the three-way valve 52 , the fourth end a of the four-way valve 44 , the third end a of the four-way valve 43 , the first end a of the five-way valve 21 , and the fourth end a of the five-way valve 24 , and then back to the water pump 12. In the case of the first refrigerant loop being turned on, the fourth heat exchange pipe can exchange heat to obtain low-temperature coolant, and the low-temperature coolant circulates in the second coolant loop to cool the battery and the electric drive. In the case of the first refrigerant loop being turned off, the fourth heat exchange pipe cannot perform heat exchange operation, so that the normal-temperature coolant circulates in the first coolant loop.

[0103] The third coolant loop is provided with coolant. The coolant in the loop is driven by the water pump 12, and sequentially passes through the battery, the second end a of the four-way valve 42 , the first end a of the four-way valve 41 , the fourth heat exchange pipe, the fifth end a of the four-way valve 25 , the second end a of the four-way valve 22 , the first end a of the three-way valve 51 , the third end a of the three-way valve 53 , the cooler, the electric drive, the fourth end a of the four-way valve 44 , the third end a of the four-way valve 43 , the first end a of the five-way valve 21 , and the fourth end a of the five-way valve 24 , and then back to the water pump 12. The third coolant loop is similar to the second coolant loop, except that the coolant in the second coolant loop directly transmits to the electric drive after passing through the three-way valve, while the coolant in the third coolant loop still needs to pass through the front-end cooling module for further cooling before transmitting to the electric drive. Therefore, the third coolant loop can cool the battery and the electric drive at the same time, regardless of whether the first refrigerant loop is turned on or not. In the case of the first refrigerant loop being turned on, the coolant in the third coolant loop first exchanges heat through the fourth heat exchange pipe for primary cooling, and then passes through the front-end cooling module for secondary cooling, so the cooling effect is better. In the case of the first refrigerant loop being turned off, the coolant in the third coolant loop only passes through the front-end cooling module for cooling, so in fact it is based on the ambient temperature to naturally cool the battery and the electric drive.

[0104] It should be understood that the second coolant loop and the third coolant loop can also constitute the same coolant loop, as long as the a 51The cooling liquid flows into the first end a of the three-way valve 52 and the first end a of the three-way valve 52 . When the amount of cooling liquid in the two branches is different, the cooling effect is also different.

[0105] The fourth cooling liquid loop, in which the cooling liquid is preset. The cooling liquid in the loop is driven to run by the water pump 11, and sequentially passes through the first end a of the three-way valve 51 , the third end a of the three-way valve 53 , the cooler, the electric drive, the fourth end a of the four-way valve 44 , the third end a of the four-way valve 43 , the first end a of the five-way valve 21 and the second end a of the five-way valve 21 back to the water pump 11. In this case, the cooling liquid in the loop flows to the electric drive after being cooled by the front-end cooling module, thereby naturally cooling the electric drive. If the temperature of the electric drive is too low, part of the cooling liquid output by the water pump 11 can also be transmitted to the electric drive through the three-way valve, and the other part is transmitted to the electric drive through the three-way valve and the cooler. The temperature of the cooling liquid obtained by the combination of the cooling liquid in the two branches is increased, thereby helping to alleviate the cooling effect on the electric drive.

[0106] The fifth cooling liquid loop, in which the cooling liquid is preset. The cooling liquid in the loop is driven to run by the water pump 11, and sequentially passes through the first end a of the three-way valve 51 , the second end a of the three-way valve 52 (or another branch can pass through the cooler), the electric drive, the fourth end a of the four-way valve 44 , the first end a of the four-way valve 41 , the fourth heat exchange pipeline, the fifth end a of the five-way valve 25 and the second end a of the five-way valve 21 back to the water pump 11. When the first refrigerant loop is turned on, the cooling liquid in the loop is first cooled by the front-end cooling module, and then cooled by the fourth heat exchange pipeline, thereby being able to cool the electric drive by the refrigerant (or together with the front end). When the first refrigerant loop is closed, the cooling liquid in the loop is only cooled by the front-end cooling module, although it can also naturally cool the electric drive, but this cooling has to go through more pipelines than the fourth cooling liquid loop, thereby losing more than the fourth cooling liquid loop, and the cooling effect is not as good as the fourth cooling liquid loop.

[0107] The sixth cooling liquid loop, in which the cooling liquid is preset. The cooling liquid in the loop is driven to run by the water pump 10, and sequentially passes through the third end a of the five-way valve 23 , the second end a of the five-way valve 22 , the water pump 11, the first end a of the three-way valve 51 , the third end a of the three-way valve53 , cooler, electric drive, the fourth end of the four-way valve 44 、The third end of the four-way valve 43 , the first heat exchange pipe, the heater core and then return to the water pump 10. In this case, the coolant in the sixth coolant loop can be cooled by the front-end cooling module. When the second refrigerant loop is turned on, the second refrigerant loop (cooling by refrigerant) serves as the main cooling loop for cooling the passenger compartment, and the sixth coolant loop (cooling by coolant) serves as the auxiliary cooling loop for cooling the passenger compartment. The two cool the passenger compartment together and can also naturally cool the electric drive by the coolant. When the second refrigerant loop is closed, the sixth coolant loop naturally cools the passenger compartment and the electric drive by the coolant.

[0108] The seventh coolant loop is pre-filled with coolant. The coolant in this loop is driven by the water pump 10 and sequentially passes through the third end a of the five-way valve. 23 、The first end a of the five-way valve 21 , the first heat exchange pipe, and the heater core before returning to the water pump 10. When the first refrigerant loop is open, the first heat exchange pipe can exchange heat to obtain high-temperature coolant, which is then transferred to the heater core. This allows the passenger compartment air conditioner, when in heating mode, to first use the heater core to heat the air before blowing out warm air. When both the first and second refrigerant loops are open, the low-temperature refrigerant obtained by heat exchange in the second heat exchange pipe evaporates and absorbs heat through the evaporator, while the first heat exchange pipe can exchange heat to obtain high-temperature coolant through the heater core. When the passenger compartment air conditioner is in dehumidification mode, the passenger compartment air conditioner can first cool and dehumidify the ambient air, and then heat the cooled and dehumidified ambient air, thereby achieving the function of dehumidifying the passenger compartment.

[0109] The eighth coolant loop is pre-filled with coolant. The coolant in the loop is driven by the water pump 12 and sequentially passes through the battery, the second end a of the four-way valve, and the 42 、The third end of the four-way valve 43 , the first heat exchange pipe, the heater core, the water pump 10, the third end a of the five-way valve 23 and the fourth end a of the five-way valve 24The rear-flow water pump 12. In the case of the first refrigerant loop being turned on, the first heat exchange pipe can exchange heat to obtain high-temperature cooling liquid, which is transmitted to the heater core. When only the battery needs to be heated and the passenger cabin does not need to be heated, the fan 2 can directly blow ambient air to the passenger cabin without first being heated by the heater core. In this case, the high-temperature cooling liquid flows to the battery via the water pump 10 and the water pump 12, thereby heating the battery alone. When the battery and the passenger cabin need to be heated at the same time, the fan 2 can first use the heater core to heat the air and then blow the heated air into the passenger cabin. If the heat is not consumed much during this process, the remaining heat of the cooling liquid will also flow to the battery via the water pump 10 and the water pump 12, thereby heating the passenger cabin and the battery at the same time. However, in this case, the cooling liquid remaining after the passenger cabin is heated is used to heat the battery, so the heating effect of the battery may not be very good.

[0110] The ninth cooling liquid loop, in which cooling liquid is prearranged. The cooling liquid in the loop is driven to run via the water pump 12, and flows to the battery, the second end a 42 of the four-way valve, the third end a 43 of the four-way valve, the first heat exchange pipe, the heater core, to the water pump 10, and then one branch flows back to the water pump 12 via the five-way valve, and the other branch flows into the first heat exchange pipe via the five-way valve. In the case of the first refrigerant loop being turned on, when the battery and the passenger cabin need to be heated at the same time, the fan 2 can use the heater core to heat the air and then blow the heated air into the passenger cabin. Part of the cooling liquid flowing out will continue to heat the battery. At the same time, another part of the cooling liquid flowing out is directly used to circulate in the first heat exchange pipe. In this way, even if the temperature of another part of the cooling liquid in the subsequent loop is not as high after the battery is heated, the high-temperature cooling liquid of the previous part can be used to make up for it, thereby helping to improve the heating effect of heating the battery and the passenger cabin at the same time.

[0111] The tenth cooling liquid loop, in which cooling liquid is prearranged. The cooling liquid in the loop is driven to run via the water pump 12, and flows to the battery, the second end a 42 of the four-way valve, the first end a 41 of the four-way valve, the fourth heat exchange pipe, the five-way valve, the heater core, to the water pump 10, and then one branch flows back to the water pump 12 via the five-way valve, and the other branch flows to the first heat exchange pipe via the five-way valve, participating in the entire circulation. The tenth cooling liquid loop can also achieve the function of heating the battery and the passenger cabin at the same time.

[0112] It should be understood that the above only exemplarily introduces several possible loops, and the thermal management system can form more loops, which are not introduced one by one here.

[0113] Based on the above several loops, some modes that the thermal management system in the embodiment one of the application can achieve are exemplarily introduced. In the embodiment of the application, a controller can also be arranged in the electric vehicle, and the control end of each valve, the control end of each water pump and the output end of each temperature and pressure sensor in the thermal management system can also be connected to the controller. The controller can not only realize different temperature modes by controlling each valve and each water pump, but also can acquire the temperature and pressure at each key position from the output end of each temperature and pressure sensor in the process of control, and judge whether the current temperature and pressure meet the demand of the current temperature mode according to the temperature and pressure at each key position. If not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible.

[0114] M10, the mode of cooling the passenger cabin and the battery at the same time.

[0115] FIG. 6A Exemplarily, a schematic diagram of the communication relationship of the thermal management system in the mode of cooling the passenger cabin and the battery at the same time is shown. FIG. 6A As shown in the M10 mode, the controller can connect the second end a 22 of the five-way valve, connect the third end a 23 of the five-way valve, connect the fourth end a 24 of the five-way valve, connect the fifth end a 25 of the five-way valve, connect the first end a 41 of the four-way valve, connect the second end a 42 of the four-way valve, connect the third end a 43 of the four-way valve, connect the fourth end a 44 of the four-way valve, connect the first end a 51 of the three-way valve, and connect the third end a 53And open the throttle 13 and throttle 14, start the water pump 10, water pump 11 and water pump 12. In this case, the first refrigerant loop, the second refrigerant loop, the first cooling liquid loop and the sixth cooling liquid loop are on. The high temperature and high pressure refrigerant gas output by the compressor is cooled in the second heat exchange pipeline to obtain low temperature and low pressure refrigerant liquid, one branch of which (i.e. the second refrigerant loop) is transmitted to the evaporator to evaporate and absorb heat, at this time the passenger cabin air conditioner can be set to full cold mode, so that the passenger cabin air conditioner will first use the evaporator to cool the air and then blow it into the passenger cabin. Another branch of the low temperature and low pressure refrigerant liquid (i.e. the first refrigerant loop) cools the cooling liquid in the fourth heat exchange pipeline on the third heat exchange pipeline to obtain low temperature and low pressure cooling liquid, which (circulating in the first cooling liquid loop) flows to the battery via the five-way valve and the water pump 12, thereby cooling the battery. The cooling liquid driven by the water pump 10 (circulating in the sixth cooling liquid loop) also cools the electric drive after natural cooling in the front-end cooling module, and then is transmitted to the heater core. However, since the passenger cabin air conditioner can be set to full cold mode, the water heater is not started, so the cooling liquid flowing through the heater core is only bypassed through the air conditioner box and does not have a great impact on the temperature of the cab.

[0116] In an alternative embodiment, the controller can also acquire the temperature of the passenger cabin air conditioner outlet and the temperature and pressure sensor P 13The data collected from the battery water inlet is used to determine the passenger compartment temperature and battery temperature. If either the passenger compartment temperature or the battery temperature does not meet the M10 mode requirements, the controller can adjust the openings of throttle valves 13 and 14 to change the refrigerant amounts in the two refrigerant circuits to regulate the passenger compartment and battery temperatures. For example, assuming the M10 mode specifies that the passenger compartment temperature should not exceed 28°C and the battery temperature should not exceed 30°C, if the detected passenger compartment temperature exceeds 28°C, the controller can increase the opening of throttle valve 14 to allow more refrigerant liquid to flow through the evaporator (this is achieved by automatically changing the amount of stored refrigerant liquid in the liquid storage tank or gas-liquid separation device), thereby improving the cooling effect of the evaporator and enhancing the cooling effect on the passenger compartment. If the detected battery temperature exceeds 30°C, the controller can increase the opening of throttle valve 13 to allow more refrigerant liquid to flow through the third heat exchange pipe, reducing the temperature of the coolant in the fourth heat exchange pipe and enhancing the cooling effect on the battery. For example, when the passenger compartment temperature and battery temperature requirements cannot be met simultaneously, the battery temperature requirement can be prioritized. For example, if there is no refrigerant liquid in the current liquid storage tank or the gas-liquid separation device, all the refrigerant is flowing in these two refrigerant loops. In this case, if the passenger compartment temperature is detected to be above 28 degrees Celsius and the battery temperature is above 30 degrees Celsius, the opening of throttle valve 13 can be increased and the opening of throttle valve 14 can be decreased to prevent battery overheating and ensure the safety of the electric vehicle and its users.

[0117] In the embodiment of the present application, the M10 mode is applicable to scenarios such as a user driving an electric vehicle in the summer. In this scenario, the temperatures of both the passenger compartment and the battery may be very high. Battery overheating may cause accidents such as battery explosion, affecting the user's physical and mental safety. An overheated passenger compartment can also reduce the user experience. For example, if a user is in an overheated environment for a long time, they may suffer from heatstroke. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M10 mode in the manner described above, the passenger compartment and battery can be cooled simultaneously, thereby maximizing the user experience while ensuring safety.

[0118] M11, the passenger compartment is cooled separately.

[0119] FIG. 6B A schematic diagram showing the connection relationship of a thermal management system in a passenger compartment cooling mode is shown as an example. FIG. 6B As shown, in M11 mode, the controller can connect the second end a of the five-way valve 22 With the third end a of the five-way valve 23 , connect the third end a of the four-way valve 43 With the fourth end of the four-way valve 44 , connect the first end a of the three-way valve 51 With the third end of the three-way valve 53, open throttle valve 14, close throttle valve 13 (the battery cooler is in a dormant mode by default, when the throttle valve 13 is closed, no refrigerant flows through the battery cooler, so the battery cooler does not work), and start water pump 10 and water pump 11. In this case, the second refrigerant loop and the sixth cooling liquid loop are connected. The high-temperature and high-pressure refrigerant gas output by the compressor is cooled by the second heat exchange pipe to obtain low-temperature and low-pressure refrigerant liquid, which is transmitted to the evaporator through the second refrigerant loop to cool the passenger compartment, at this time the air conditioner in the passenger compartment is set to full cold mode. The cooling liquid driven by the water pump 10 flows to the front-end cooling module to cool the electric drive device, and then is transmitted to the heater core. However, since the passenger cabin air conditioner is set to full cold mode, the water heater is not started, and therefore the cooling liquid flowing through the heater core only flows through the air conditioner box as a bypass and does not have a great impact on the temperature of the driver's cabin.

[0120] In an optional embodiment, the controller can also obtain the temperature of the air outlet of the passenger cabin air conditioner in real time or periodically to determine the temperature of the passenger cabin. When the temperature of the passenger cabin is higher than the temperature specified in the M11 mode, the controller can increase the opening degree of the throttle valve 14 and increase the speed of the compressor, so that the compressor compresses to obtain higher-pressure and higher-temperature refrigerant gas. The refrigerant gas can obtain more refrigerant liquid after passing through the water-cooled condenser, and then more refrigerant liquid can enter the evaporator after passing through the throttle valve 14 with an increased opening degree, thereby helping to increase the refrigeration effect of the evaporator on the passenger cabin. When the temperature of the passenger cabin is lower than the temperature specified in the M11 mode, the controller can reduce the opening degree of the throttle valve 14 and reduce the speed of the compressor to reduce the refrigeration effect on the passenger cabin and avoid discomfort to the user. It should be understood that in the M11 mode, only the passenger cabin needs to be cooled, and the battery does not need to be cooled, so the amount of refrigerant flowing through the second refrigerant loop only needs to meet the cooling demand of the passenger cabin, without needing to be set too much to avoid waste.

[0121] In the embodiments of the present application, the scenario applicable to the M11 mode is, for example, that before the user enters the passenger cabin to drive the electric vehicle in summer, the user often needs to first lower the temperature of the passenger cabin. In this scenario, the temperature of the passenger cabin is very high, but the temperature of the battery is not high because the battery has not been started. Therefore, by adjusting the thermal management system to the connection relationship satisfied by the M11 mode in the above-mentioned manner, the passenger cabin can be cooled alone, which not only meets the user's demand but also helps to save power and improve the endurance of the electric vehicle.

[0122] M12, a mode in which the battery is cooled alone.

[0123] FIG. 6C An exemplary connection relationship diagram of the thermal management system in the mode in which the battery is cooled alone is shown in FIG. 12. FIG. 6CAs shown, in the M12 mode, the controller can connect the second end a of the five-way valve 22 with the third end a of the five-way valve 23 , connect the fourth end a of the five-way valve 24 with the fifth end a of the five-way valve 25 , connect the first end a of the four-way valve 41 with the second end a of the four-way valve 42 , connect the third end a of the four-way valve 43 with the fourth end a of the four-way valve 44 , connect the first end a of the three-way valve 51 with the third end a of the three-way valve 53 , open the throttle valve 13, close the throttle valve 14 (so that the evaporator does not work), and start the water pump 10, the water pump 11 and the water pump 12. In this case, the first refrigerant loop, the first cooling liquid loop and the sixth cooling liquid loop are connected. The high-temperature and high-pressure refrigerant gas output by the compressor is cooled in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which is cooled by the cooling liquid in the third heat exchange pipeline to the fourth heat exchange pipeline in the first refrigerant loop to obtain low-temperature and low-pressure cooling liquid, which circulates on the first cooling liquid loop and is transmitted to the battery after passing through the five-way valve and the water pump 10, thereby cooling the battery. The cooling liquid driven by the water pump 10 flows to the front-end cooling module through the sixth cooling liquid loop to cool the electric drive, and then is transmitted to the heater core. However, since the passenger cabin air conditioner is not turned on, the water heater is not started, and therefore the cooling liquid flowing through the heater core only flows through the air conditioner box as a bypass and does not have a great impact on the temperature of the cab.

[0124] In an alternative embodiment, the controller can also obtain the temperature of the battery water inlet in real time or periodically to determine the battery temperature. When the battery temperature is higher than the temperature specified in the M12 mode, the controller can increase the opening degree of the throttle valve 13 and increase the rotation speed of the compressor, so that the compressor compresses to obtain higher-pressure and higher-temperature refrigerant gas, which obtains more refrigerant liquid after passing through the water-cooled condenser, and then more refrigerant liquid enters the battery cooler after passing through the throttle valve 13 with a larger opening degree, thereby helping to increase the refrigeration effect of the third heat exchange pipeline on the cooling water in the fourth heat exchange pipeline, and thereby increasing the refrigeration effect on the battery. When the passenger cabin temperature is lower than the temperature specified in the M12 mode, the controller can reduce the opening degree of the throttle valve 13 and reduce the rotation speed of the compressor to reduce the refrigeration effect on the battery and avoid discomfort to the user. It should be understood that in the M12 mode, only the battery needs to be cooled and the passenger cabin does not need to be cooled, so the amount of refrigerant flowing in the first refrigerant loop only needs to meet the cooling demand of the battery, and too much is not needed to avoid waste.

[0125] In the embodiments of the present application, the scenario applicable to the M12 mode is, for example, that a user drives an electric vehicle in spring and autumn. In this scenario, the temperature in the passenger compartment is relatively suitable, but the temperature of the battery can be relatively high because the battery is always providing power. Therefore, by adjusting the heat management system to the communication relationship satisfied by the M12 mode in the above manner, the battery can be cooled alone, which helps to avoid overheating of the battery and ensures the safety of the user.

[0126] M13, a mode in which the battery is cooled and the passenger compartment is heated.

[0127] FIG. 6D An exemplary schematic diagram of the communication relationship of the heat management system in the mode in which the battery is cooled and the passenger compartment is heated is shown in FIG. 13. FIG. 6D As shown in FIG. 13, in the M13 mode, the controller can communicate the first end a 21 of the five-way valve with the third end a 23 of the five-way valve, communicate the second end a 22 of the five-way valve with the third end a 23 of the five-way valve, communicate the fourth end a 24 of the five-way valve with the fifth end a 25 of the five-way valve, communicate the first end a 41 of the four-way valve with the second end a 42 of the four-way valve, communicate the third end a 43 of the four-way valve with the fourth end a 44 of the four-way valve, communicate the first end a 51 of the three-way valve with the third end a 52 of the three-way valve, open the throttling valve 13, close the throttling valve 14 (so that the evaporator does not work), start the water heater, and start the water pumps 10, 11, and 12. In this case, the first refrigerant loop, the first coolant loop, the sixth coolant loop, and the seventh coolant loop are conducted. The high-temperature and high-pressure refrigerant gas output by the compressor is exchanged in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid (determined by the coolant in the sixth coolant loop and the seventh coolant loop together flowing into the second heat exchange pipeline), which is cooled in the third heat exchange pipeline in the first refrigerant loop to obtain low-temperature and low-pressure coolant for the coolant in the fourth heat exchange pipeline, which is circulated on the first coolant loop to transmit the low-temperature and low-pressure coolant to the battery, thereby cooling the battery. The coolant output by the water pump 10 is transmitted to the water heater via the seventh coolant loop on one branch, and the high-temperature coolant heated by the water heater is transmitted to the heater core. The passenger compartment air conditioning box is opened in the full heat mode, so the air conditioner first heats the air via the heater core and then blows out warm air. The coolant output by the water pump 10 is cooled to the electric drive via the sixth coolant loop on another branch. Exemplarily, the controller can also acquire the temperature and pressure sensor P 12The temperature of the water inlet of the electric drive is collected to determine the temperature of the electric drive. When the temperature of the electric drive is higher than the expected temperature of the electric drive, the first end of the three-way valve is closed. 51 Connect to the second end a of the three-way valve 52 and the third end a of the three-way valve 53 In this way, the coolant in the sixth coolant loop is divided into two branches at the three-way valve, one flows directly to the electric drive, and the other flows to the electric drive after being cooled by the front-end cooling module. By merging the two coolant flows, the cooling capacity of the electric drive is improved.

[0128] In an optional embodiment, the controller can also obtain the temperature of the passenger compartment air outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is lower than the temperature specified by the M13 mode, the controller can allocate more power to the water heater to improve the heating effect of the water heater, thereby causing the passenger compartment to heat up. When the passenger compartment temperature is higher than the temperature specified by the M13 mode, the controller can allocate less power to the water heater to reduce the heating effect of the water heater, thereby avoiding excessive temperature in the passenger compartment. In addition, the controller can also adjust the opening of the throttle valve 13 and the speed of the compressor to make the battery inlet water temperature reach the expected level. The specific adjustment method is described above and will not be repeated here. It should be understood that in the M13 mode, only the battery needs to be refrigerated and not the passenger compartment. Therefore, the amount of refrigerant flowing through the first refrigerant loop only needs to meet the battery cooling needs.

[0129] In the embodiments of this application, M13 mode is applicable in scenarios such as when a user is driving an electric vehicle rapidly in winter or driving uphill. In these scenarios, the passenger compartment is affected by the external environment, resulting in a lower temperature. However, rapid movement or uphill driving consumes more power, leading to higher battery temperatures. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M13 mode in the above manner, the passenger compartment can be heated while the battery is cooled. This not only improves user comfort, but also prevents battery overheating and ensures user safety.

[0130] M14, battery natural cooling mode.

[0131] FIG. 6E A schematic diagram showing the connectivity of a thermal management system in a natural battery cooling mode is shown as follows: FIG. 6E As shown, in M14 mode, the controller can connect the first end a of the five-way valve 21 and the fourth end a of the five-way valve 24 , connected to the second end a of the five-way valve 22 and the fifth end a of the five-way valve 25 , connected to the first end a of the four-way valve 41 With the second end a of the four-way valve 42 , connect the third end a of the four-way valve43 With the fourth end of the four-way valve 44 , connect the first end a of the three-way valve 51 With the third end of the three-way valve 53 , close throttle valves 13 and 14 (thus disabling the evaporator and battery cooler), turn off the water heater, and start water pumps 11 and 12. In this case, the third coolant loop is open. The coolant in the third coolant loop first flows to the front-end cooling module, where it is cooled by the ambient temperature, and then flows to the electric drive and battery to cool them.

[0132] In the embodiments of the present application, the M14 mode is applicable to scenarios such as charging electric vehicles. In this scenario, although the battery may generate some heat while charging, this heat generation is a safety phenomenon as specified by the factory settings. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M14 mode in the above manner, the battery can be cooled naturally using only the front-end cooling module, without the need to start the compressor to forcefully cool the battery, thereby saving more energy.

[0133] M15, motor natural cooling mode.

[0134] FIG. 6F A schematic diagram showing the connectivity of a thermal management system in a natural cooling mode of a motor is shown as follows: FIG. 6F As shown, in M15 mode, the controller can connect the first end a of the five-way valve 21 With the second end a of the five-way valve 22 , connect the third end a of the four-way valve 43 With the fourth end of the four-way valve 44 , connect the first end a of the three-way valve 51 With the third end of the three-way valve 53 , close throttle valves 13 and 14 (thus disabling the evaporator and battery cooler), turn off the water heater, and start water pump 11. In this case, the fourth coolant loop is open. The coolant in the fourth coolant loop first flows to the front-end cooling module, where it is cooled by the ambient temperature, and then flows to the electric drive to cool it.

[0135] In the embodiment of the present application, the scenario to which the M15 mode is applicable is, for example, braking while driving an electric car. In this scenario, braking may cause the electric drive to generate heat, and this heat generation ends in a short time, and there is no need for strong cooling. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M15 mode in the above manner, it is possible to use only the front-end cooling module to naturally cool the electric drive, without starting the compressor to strongly cool the electric drive, thereby saving more electricity.

[0136] M16, a mode in which the passenger compartment and battery are heated simultaneously.

[0137] FIG. 6G Fig. 16 shows a schematic diagram of the communication relationship of the heat management system in the mode of heating the passenger cabin and the battery at the same time, as an example. FIG. 6G As shown in Fig. 16, in M16 mode, the controller can communicate the first end a 21 of the five-way valve with the third end a 23 of the five-way valve, the second end a 22 of the five-way valve with the fifth end a 25 of the five-way valve, the third end a 23 of the five-way valve with the fourth end a 24 of the four-way valve, the first end a 41 of the four-way valve with the fourth end a 44 of the four-way valve, the second end a 42 of the four-way valve with the third end a 43 of the three-way valve, the first end a 51 of the three-way valve with the second end a 52 of the three-way valve, open the throttle valve 13, close the throttle valve 14 (so that the evaporator does not work), open the water heater, and start the water pump 10, the water pump 11 and the water pump 12. In this case, the first refrigerant loop, the fifth cooling liquid loop and the ninth cooling liquid loop are turned on. The high-temperature and high-pressure refrigerant gas output by the compressor is exchanged for low-temperature and low-pressure refrigerant liquid through the second heat exchange pipeline, and the low-temperature and low-pressure refrigerant liquid is exchanged with the cooling liquid in the third heat exchange pipeline and the fourth heat exchange pipeline and then flows back to the compressor. The passenger cabin air conditioner is turned on in full heat mode, and the heated cooling liquid after the water heater is transmitted to the heater core, thereby heating the passenger cabin, and then flows into the water pump 10. The cooling liquid flowing out of the water pump 10 is communicated through the five-way valve, one branch is heated through the water pump 12 after the battery, and the other branch is combined into the first heat exchange pipeline through the four-way valve. The flow distribution of the cooling liquid in the two branches depends on whether the cooling liquid flow in the branch where the battery is located meets the heating requirement of the battery. If not, the controller can increase the flow of the cooling liquid in the branch where the battery is located. The low-temperature cooling liquid flowing out of the fourth heat exchange pipeline can directly cool the electric drive through the fifth cooling liquid loop. If the cooling effect is too high, the controller can also open the third end a 53 of the three-way valve to absorb part of the heat in the environment through the front branch, and reduce the cooling effect after flowing into the fifth cooling liquid loop. When both branches of the three-way valve are open, the flow distribution of the cooling liquid in the two branches can also be automatically adjusted according to whether the temperature at the electric drive inlet meets the motor cooling requirement.

[0138] In the embodiments of the present application, the scenario applicable to the M16 mode is, for example, that a user is sitting in the passenger compartment of an electric vehicle in winter but does not drive the electric vehicle. In this scenario, the passenger compartment and the battery are affected by the external environment and thus have a low temperature. This low temperature not only makes the user experience poor, but also causes the battery to consume more power due to long-term low-temperature state, thereby reducing the endurance of the electric vehicle. Therefore, by adjusting the heat management system to the communication relationship satisfied by the M16 mode in the above manner, the battery can be heated while the passenger compartment is heated, which is conducive to protecting the battery power and improving the user experience.

[0139] M17, a mode of battery heating and passenger compartment dehumidification.

[0140] FIG. 6H An exemplary schematic diagram of the communication relationship of the heat management system in the mode of battery heating and passenger compartment dehumidification is shown in FIG. 17. FIG. 6H As shown in FIG. 17, in the M17 mode, the controller can communicate the first end a 21 of the five-way valve with the third end a 23 of the five-way valve, communicate the second end a 22 of the five-way valve with the fifth end a 25 of the five-way valve, communicate the third end a 23 of the five-way valve with the fourth end a 24 of the five-way valve, communicate the first end a 41 of the four-way valve with the fourth end a 44 of the four-way valve, communicate the second end a 42 of the four-way valve with the third end a 43 of the four-way valve, communicate the first end a 51 of the three-way valve with the second end a 52, open the throttle valve 13 and the throttle valve 14, open the water heater, and start the water pump 10, the water pump 11 and the water pump 12. In this case, the first refrigerant loop, the second refrigerant loop, the fifth cooling liquid loop and the ninth cooling liquid loop are connected. The high-temperature and high-pressure refrigerant gas output by the compressor is cooled by the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, part of which is transmitted to the evaporator for cooling, and the other part is exchanged with the cooling liquid in the third heat exchange pipeline and the fourth heat exchange pipeline and then flows back to the compressor. The cooling liquid heated by the water heater is transmitted to the heater core. The power of the water heater can be controlled by the controller according to whether the air outlet temperature of the air conditioner meets the requirements. The passenger compartment air conditioner is started in the dehumidification mode, the air inlet of the passenger compartment first passes through the cooling and dehumidification process of the evaporator and then passes through the heating process of the heater core, and then flows into the water pump 10. The cooling liquid flowing out of the water pump 10 passes through the five-way valve, one branch is heated for the battery by the water pump 12, and then merges with another branch through the four-way valve into the first heat exchange pipeline. The flow distribution of the cooling liquid in the two branches depends on whether the cooling liquid flow in the branch where the battery is located meets the heating requirements of the battery. If not, the controller can increase the flow of the cooling liquid in the branch where the battery is located. The low-temperature cooling liquid flowing out of the fourth heat exchange pipeline can directly cool the electric drive through the fifth cooling liquid loop. If the cooling effect is too high, the controller can also open the third end a 53 of the three-way valve to absorb part of the heat in the environment through the front branch, and reduce the cooling effect after merging into the fifth cooling liquid loop. When both branches of the three-way valve are open, the flow distribution of the cooling liquid in the two branches can also be automatically adjusted according to whether the temperature at the inlet of the electric drive meets the cooling requirements of the motor.

[0141] In the embodiments of the present application, the scenario applicable to the M17 mode is, for example, that a user is sitting in the passenger compartment of an electric vehicle in a humid winter, but does not drive the electric vehicle. In this scenario, the battery is affected by the external environment and has a low temperature, and the passenger compartment is affected by the external environment and has a high humidity. Therefore, by adjusting the heat management system to the connected relationship satisfied by the M17 mode in the above-mentioned manner, the battery can be heated while dehumidifying the passenger compartment, which not only helps to protect the battery capacity, but also improves the user experience.

[0142] M18, a mode for heating the passenger compartment alone.

[0143] FIG. 6I An exemplary schematic diagram of the connected relationship of the heat management system in the mode for heating the passenger compartment alone is shown in FIG. 6I In the M18 mode, the controller can connect the first end a 21 of the five-way valve to the third end a 23 of the five-way valve, and connect the second end a 22The fifth end a of the five-way valve 25 The first end a of the four-way valve 41 The fourth end a of the four-way valve 44 The first end a of the three-way valve 51 The second end a of the three-way valve 52 The throttle valve 13 is opened, the throttle valve 14 is closed (the evaporator does not work), the water heater is opened, and the water pump 10 and the water pump 11 are started. In this case, the first refrigerant loop, the fifth coolant loop, and the seventh coolant loop are connected. The high-temperature and high-pressure refrigerant gas output by the compressor is cooled by the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which is cooled by the third heat exchange pipeline and the fourth heat exchange pipeline with the coolant and then flows back to the compressor. The passenger cabin air conditioner is in full heat mode, the coolant flowing out of the water pump 10 is heated by the water heater, and then the heated coolant is transmitted to the heater core to heat the passenger cabin, and then flows back to the water pump 10. The controller can control the power of the water heater according to the outlet temperature of the passenger cabin air conditioner to change the heating effect of the passenger cabin. The low-temperature coolant flowing out of the fourth heat exchange pipeline can directly cool the electric drive device through the fifth coolant loop.

[0144] In the embodiment of the application, the scenario applicable to the M18 mode is, for example, that the user is sitting in the passenger cabin of the electric vehicle in winter, but the ambient temperature is still within the range that the battery can withstand. By adjusting the thermal management system to the connection relationship satisfied by the M18 mode in the above manner, the passenger cabin can be heated alone.

[0145] M19, a mode for heating the battery alone.

[0146] FIG. 6J An exemplary schematic diagram of the connection relationship of the thermal management system in the mode for heating the battery alone is shown in FIG. 19. FIG. 6J As shown in FIG. 19, in the M19 mode, the controller can connect the second end a of the five-way valve 22 The third end a of the five-way valve 25 The third end a of the five-way valve 23 The fourth end a of the five-way valve 24 The first end a of the four-way valve 41 The fourth end a of the four-way valve 44 The second end a of the four-way valve 42 The third end a of the four-way valve 43 The first end a of the three-way valve 51 The second end a of the three-way valve 52, open throttle valve 13, close throttle valve 14 (thus disabling the evaporator), turn on the water heater, and start water pumps 10, 11, and 12. In this case, the first refrigerant loop, the fifth coolant loop, and the eighth coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the second heat exchange pipe to produce a low-temperature, low-pressure refrigerant liquid. This low-temperature, low-pressure refrigerant liquid then exchanges heat with the coolant in the fourth heat exchange pipe through the third heat exchange pipe before returning to the compressor. The passenger compartment air conditioning is not turned on, so the coolant heated by the water heater bypasses the heater core and is transferred to water pump 10, which then passes through the five-way valve to heat the battery. The controller can control the water heater's power based on the battery's water inlet temperature to adjust the battery's heating effect. The low-temperature coolant flowing out of the fourth heat exchange pipe can directly cool the electric drive through the fifth coolant loop. If the cooling effect is too strong, the controller can also simultaneously open the third end of the three-way valve. 53 The front-end branch absorbs some of the ambient heat, which is then fed into the fifth coolant loop to reduce cooling efficiency. When both branches of the three-way valve are open, the coolant flow distribution between the two branches is automatically adjusted based on whether the temperature of the electric drive inlet meets the motor cooling requirements.

[0147] In the embodiments of this application, M19 mode is applicable in scenarios such as winter when the battery temperature is low due to environmental influences, but the user is not cold or is not in the vehicle. To prevent the battery from being in a low temperature state for a long time, which would cause significant energy loss and reduce the electric vehicle's range, the thermal management system can be adjusted to the connectivity relationship satisfied by M19 mode in the manner described above, thereby achieving the function of heating only the battery.

[0148] M20, whole vehicle dehumidification mode.

[0149] FIG. 6K A schematic diagram showing the connectivity of a thermal management system in a natural cooling mode of a motor is shown as follows: FIG. 6K As shown, in M20 mode, the controller can connect the second end a of the five-way valve 22 With the third end a of the five-way valve 23 , connect the fourth end a of the five-way valve 24 and the fifth end a of the five-way valve 25 , connected to the first end a of the four-way valve 41 With the second end a of the four-way valve 42 , connect the third end a of the four-way valve 43 With the fourth end of the four-way valve 44 , connect the first end a of the three-way valve 51 The second end of the three-way valve 52, open the throttling valve 13 and the throttling valve 14, open the water heater, and start the water pump 10, the water pump 11 and the water pump 12. In this case, the first refrigerant loop, the second refrigerant loop, the fifth cooling liquid loop and the eighth cooling liquid loop are turned on. The high-temperature and high-pressure refrigerant gas output by the compressor is cooled by the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which then flows back to the compressor via the evaporator and the third heat exchange pipeline, respectively. The controller can control the refrigerant flow in the two refrigerant loops by controlling the opening degree of the throttling valve 13 and the throttling valve 14, respectively, to adjust the refrigeration effect of the passenger cabin and the battery, respectively. When the two conflict, the controller prioritizes ensuring that the inlet temperature of the battery reaches the expected requirement. The passenger cabin air conditioner is turned on in the dehumidification mode, i.e., the dehumidified cooling liquid is first cooled by the evaporator and then heated by the cooling liquid after being heated by the water heater, so as to flow in each cooling liquid loop. The controller can also change the heating effect by controlling the power of the water heater. Further, the dehumidified cooling liquid cools the electric drive after passing through the five-way valve and the three-way valve, and then enters the circulation of the water heater via one branch of the four-way valve and enters the fourth heat exchange pipeline for cooling the battery via another branch. Exemplarily, the M20 mode can be periodically executed according to a pre-set period to maintain a dry environment in the entire electric vehicle and improve the user experience.

[0150] It should be understood that the above is only an exemplary introduction to several modes that can be achieved by the thermal management system. In the embodiments of the present application, the thermal management system can also achieve other modes in addition to the above several modes, for example, a mode of refrigeration of the electric motor alone, a mode of heating of the electric motor alone, etc. Moreover, the same mode can actually be achieved by various different loops, and is not limited to only the one introduced above, and the present application will not be introduced one by one.

[0151] However, the thermal management system in embodiment one can achieve free switching of various refrigeration modes and various heating modes, which include but are not limited to M10 to M20 described above. This way, a variety of different modes can be achieved by fewer components, which not only can meet different needs of users, but also can improve the flexibility of mode switching and expand the application range of the thermal management system.

[0152] Embodiment two

[0153] FIG. 7A An exemplary structure schematic diagram of a thermal management system provided by embodiment two of the present application is shown in FIG. 7A The thermal management system can include a compressor, a water-cooled condenser, a battery cooler, a nine-way valve, a water pump 21, a water pump 22 and a water pump 23. The water-cooled condenser can include a first heat exchange pipeline and a second heat exchange pipeline, and the battery cooler can include a third heat exchange pipeline and a fourth heat exchange pipeline. The input end (b 11 ) of the first heat exchange pipeline is connected to the first end (b21 ), the output end (b 12 ) of the first heat exchange pipeline is connected to the input end of the heater core in the passenger cabin air conditioning box, the output end of the heater core is connected to the input end of the water pump 20, and the output end of the water pump 20 is connected to the fourth end (b 24 ) of the nine-way valve. The input end (b 13 ) of the second heat exchange pipeline is connected to the output end of the compressor, and the output end (b 14 ) of the second heat exchange pipeline is divided into two branches. One branch is connected to the input end (b 31 ) of the third heat exchange pipeline, and then the output end (b 32 ) of the third heat exchange pipeline is connected to the input end of the compressor. The other branch is connected to the input end of the evaporator in the passenger cabin air conditioning box, and then the output end of the evaporator is connected to the input end of the compressor. The input end (b 33 ) of the fourth heat exchange pipeline is connected to the third end (b 23 ) of the nine-way valve, and the output end (b 24 ) of the fourth heat exchange pipeline is connected to the second end (b 22 ) of the nine-way valve. The sixth end (b 26 ) of the nine-way valve is connected to the input end of the battery, the output end of the battery is connected to the input end of the water pump 21, and the output end of the water pump 21 is connected to the fifth end (b 25 ) of the nine-way valve. The ninth end (b 29 ) of the nine-way valve is connected to the input end of the cooler in the front-end cooling module, the output end of the cooler is connected to the eighth end (b 28 ) of the nine-way valve, and the output end of the electric drive is connected to the input end of the water pump 22. The output end of the water pump 22 is connected to the fifth end (b 25 ) of the nine-way valve.

[0154] It should be noted that in Embodiment Two, the positions of the various components on the same loop can also be exchanged, for example, the water pump 21 can also be arranged between the battery and the sixth end b 62 of the nine-way valve, FIG. 7B The internal structure diagram of the thermal management system in this case is shown, and since the water pump 21 is only moved from the seventh end of the nine-way valve shown in FIG. 7A to the sixth end of the nine-way valve shown in FIG. 7B , this exchange does not have an essential impact on the implementation of the scheme. The following will take the thermal management system shown in FIG. 7A as an example to introduce the scheme in Embodiment Two of the present application.

[0155] In the embodiment, the front-end cooling module further comprises a first fan 1. The first fan 1 is configured to complete heat exchange between ambient air and the cooler in the front-end cooling module. The temperature adjustment can be heating or cooling. For example, in winter, the temperature of the cooling liquid is lower than the ambient temperature, and thus the front-end cooling module can heat the cooling liquid based on the ambient temperature. In summer, the temperature of the cooling liquid is higher than the ambient temperature, and thus the front-end cooling module can cool the cooling liquid based on the ambient temperature. For ease of understanding, the following description is based on the example that the front-end cooling module only performs cooling, but it is understood that the front-end cooling module can also perform heating. Correspondingly, the evaporator and the heater core are arranged in the passenger cabin air conditioner box. The passenger cabin air conditioner box can further comprise a second fan 2. The second fan 2 can directly blow the air in the environment to the passenger cabin, or can cool the air through the evaporator before blowing the air, or can heat the air through the heater core before blowing the air.

[0156] In an alternative embodiment, continuing to refer to FIG. 7A Fig. 2, the thermal management system further comprises a water heater. An input end of the water heater is connected to an output end b 12 of the first heat exchange pipeline, and an output end of the water heater is connected to an input end of the heater core. The water heater is configured to heat the cooling liquid flowing through the water heater. When the passenger cabin needs to be heated, if the temperature of the warm air blown by the heater core to the passenger cabin does not reach the temperature set by the user, the water heater can be used to heat the cooling liquid output by the first heat exchange pipeline, and then the warm air blown by the air conditioner to the passenger cabin is heated through the heater core, so as to improve the effect of heating the passenger cabin. Of course, if the temperature of the warm air blown by the heater core to the passenger cabin is appropriate, the water heater can be directly turned off.

[0157] In an alternative embodiment, continuing to refer to FIG. 7A Fig. 2, the thermal management system further comprises at least one throttle valve, for example, a throttle valve 23 and a throttle valve 24. An input end of the throttle valve 23 and an input end of the throttle valve 24 are respectively connected to an output end b 14 of the second heat exchange pipeline, an output end of the throttle valve 23 is connected to an input end b 31 of the third heat exchange pipeline, and an output end of the throttle valve 24 is connected to an input end of the evaporator. The throttle valve is configured to control the flow of the output liquid. When the throttle valve 23 is closed, the low-temperature and low-pressure refrigerant liquid obtained by the heat exchange of the second heat exchange pipeline cannot be transmitted to the third heat exchange pipeline through the throttle valve 23, and the fourth heat exchange pipeline cannot perform heat exchange with the third heat exchange pipeline to obtain low-temperature and low-pressure cooling liquid. When the throttle valve 24 is closed, the high-temperature and high-pressure refrigerant liquid obtained by the heat exchange of the first heat exchange pipeline cannot be transmitted to the heater core through the throttle valve 24.

[0158] In an alternative embodiment, continuing to refer toFIG. 7A As shown, the thermal management system may further include a liquid storage device for storing a portion of the refrigerant liquid in the refrigerant loop. The liquid storage device may be a liquid storage tank or a gas-liquid separation device. When the liquid storage device is a liquid storage tank, the liquid storage tank may be arranged outside the output end of the second heat exchange pipe, and the input end of the liquid storage tank may be adjacent to the output end of the second heat exchange pipe. 14 The output end of the liquid storage tank is connected to the input end of the evaporator and the input end of the throttle valve 23 respectively. The liquid storage tank is used to store part of the refrigerant liquid in the first refrigerant loop and / or the second refrigerant loop. When the liquid storage device is a gas-liquid separation device, the input end of the gas-liquid separator is connected to the output end of the evaporator and the output end of the third heat exchange pipe respectively, and the output end of the gas-liquid separator is connected to the input end of the compressor. The gas-liquid separator can separate the refrigerant gas and the refrigerant liquid in the refrigerant loop, and then the refrigerant gas flows into the compressor, and the refrigerant liquid is stored inside the gas-liquid separator. By arranging a liquid storage device in the thermal management system, not only can the compressor receive pure refrigerant gas and improve the compression effect of the compressor, but it can also achieve the purpose of adjusting the refrigeration effect of the loop.

[0159] In an optional embodiment, continue to refer to FIG. 7A As shown, the thermal management system may further include at least one kettle, such as kettle 25 and kettle 26. The input of kettle 25 may be connected to the output of the heater core, and the output of kettle 25 may be connected to the input of water pump 20. The input of kettle 26 may be connected to the output of the electric driver, and the output of kettle 26 may be connected to the input of water pump 22. Kettles 25 and 26 are both disposed in the coolant loop to purify the coolant in the coolant loop. The purer the coolant, the better the temperature control effect of the coolant loop.

[0160] In an optional embodiment, continue to refer to FIG. 8 As shown, temperature and pressure sensors can also be set at key positions in the thermal management system, such as temperature and pressure sensors P 20 and temperature and pressure sensor P 21 . Temperature and pressure sensor P 20 It is installed at the output end of the compressor to detect the temperature and pressure of the refrigerant output by the compressor. 21 It is set at the output end of the third heat exchange pipe to detect the temperature and pressure of the battery cooler. It should be understood that the key positions shown above are only exemplary and the present application is not limited to these key positions.

[0161] The above-mentioned embodiment two uses a nine-way valve to replace the three-way valve, the four-way valve and the five-way valve in embodiment one, so as to not only have the beneficial effects in embodiment one, but also further simplify the structure of the thermal management system and further reduce the volume occupied by the thermal management system. However, the nine-way valve is relatively fine in process design, so the thermal management system in embodiment two may be higher in cost than the thermal management system in embodiment one.

[0162] In the above-mentioned embodiment two, each component in the thermal management system can also be designed in an integrated manner. For various schemes for realizing the integrated manner, please refer to the above-mentioned embodiment one, and the difference is only that the five-way valve, the four-way valve and the three-way valve in the above-mentioned embodiment one are replaced by the nine-way valve. FIG. 8 An overall integrated manner schematic diagram provided by the above-mentioned embodiment two is exemplarily shown, and the scheme takes the liquid storage tank as a gas-liquid separation device. As shown in FIG. 8 The overall integrated manner can integrate each heat exchanger component and each valve component in the thermal management system in one element assembly, each heat exchanger component can include one or more of the water-cooled condenser, the battery cooler, the water heater and the compressor, and each valve component can include one or more of the nine-way valve, the water pump 20, the water pump 21, the water pump 22, the water kettle 25 and the water kettle 26. FIG. 9A The scheme as shown integrates all the heat exchanger components and all the valve components together, so as to be more compact in structure and occupy less space.

[0163] The following still takes the several modes exemplarily shown in embodiment one as examples to exemplarily introduce some modes that can be realized by the thermal management system in the above-mentioned embodiment two. It should be understood that the control end of each valve component, the control end of each water pump and the output end of each temperature and pressure sensor in the thermal management system can also be connected to the controller. The controller can realize different temperature modes by controlling each valve component and each water pump, and can also acquire the temperature and pressure at each key position from the output end of each temperature and pressure sensor in the process of control, so as to judge whether the current temperature and pressure meet the requirements of the current temperature mode, and if not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible. For how to control the flow of the throttle valve, how to control the rotating speed of the compressor and how to control the power of the water heater in the process of controlling the operation of the thermal management system, please refer to embodiment one, and the following will not be described in detail.

[0164] M10, mode of simultaneously cooling the passenger cabin and the battery.

[0165] FIG. 9A An overall integrated manner schematic diagram of the thermal management system in the mode of simultaneously cooling the passenger cabin and the battery is exemplarily shown, as shown in FIG. 9B In the M10 mode, the controller can connect the first end b 21With the seventh end b of the nine-way valve 27 , connect the second end b of the nine-way valve 22 With the sixth end b of the nine-way valve 26 , connect the third end b of the nine-way valve 23 With the fifth end b of the nine-way valve 25 , connect the fourth end b of the nine-way valve 24 With the ninth end b of the nine-way valve 29 , open throttle valve 23 and throttle valve 24, turn off the water heater, and start water pump 20, water pump 21 and water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is heat-exchanged through the second heat exchange pipe to obtain a low-temperature and low-pressure refrigerant liquid. One branch of the low-temperature and low-pressure refrigerant liquid is transmitted to the evaporator to cool the passenger compartment and flows back to the compressor. At this time, the air conditioner in the passenger compartment is set to full cooling mode (full cooling mode is a type of cooling mode, and full cooling mode means cooling the passenger compartment and the battery at the same time). Another branch of the low-temperature and low-pressure refrigerant liquid passes through the third heat exchange pipe to become the coolant in the fourth heat exchange pipe (the coolant driven by the water pump 21 when it is running passes through the fifth end b of the nine-way valve). 25 and the third end b 23 The cooling liquid flows to the fourth heat exchange pipe) and is cooled to obtain a low-temperature and low-pressure coolant, which is then passed through the second end b of the nine-way valve. 22 and the sixth end b 26 Flows to the battery, thereby cooling the battery. In addition, the coolant driven by the water pump 20 when it is running flows into the front-end cooling module through the nine-way valve for cooling, and then flows to the electric drive to cool the electric drive, and then returns to the water pump 20 through the water pump 22, the nine-way valve, the first heat exchange pipe and the heater core. Although the coolant also flows through the heater core in the cabin air-conditioning box, the water heater is not started and the heater core is not working, so the coolant flowing through the heater core only flows through the air-conditioning box as a bypass and does not affect the temperature of the cab. In this case, the battery is cooled by the coolant cooled in the battery cooler, the passenger compartment is cooled by the refrigerant cooled in the water-cooled condenser, and the electric drive is naturally cooled by the coolant cooled in the front-end cooling module.

[0166] M11, the passenger compartment is cooled separately.

[0167] FIG. 9B A schematic diagram showing the connection relationship of a thermal management system in a passenger compartment cooling mode is shown as an example. FIG. 9C As shown, in M11 mode, the controller can connect the first end b of the nine-way valve 21 With the seventh end b of the nine-way valve 27 , connect the fourth end b of the nine-way valve 24 With the ninth end b of the nine-way valve 29, open throttle valve 24, close throttle valve 23 (i.e. the battery cooler does not work), close the water heater, close the heater core (when the passenger cabin air conditioner is turned on, the passenger cabin air conditioner directly blows ambient air to the passenger cabin without being heated by the heater core), and start water pump 20 and water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is heat-exchanged by the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which is transmitted to the evaporator to cool the crew room and then flows back to the compressor. At this time, the air conditioning in the crew room is set to cooling mode. The cooling liquid driven by water pump 20 flows into the front-end cooling module through the nine-way valve to be cooled, then flows to the electric drive to cool the electric drive, and then returns to water pump 20 through the nine-way valve, the first heat exchange pipeline and the heater core. Although the cooling liquid also flows through the heater core in the air conditioning box in the crew room air conditioning box, the water heater is not started and the heater core does not work, so the cooling liquid flowing through the heater core in the air conditioning box is only bypassed and does not affect the temperature of the driver's cabin. In this case, the passenger cabin is cooled by the refrigerant cooled in the water-cooled condenser, and the electric drive is naturally cooled by the cooling liquid cooled in the front-end cooling module.

[0168] M12, battery-only refrigeration mode.

[0169] FIG. 9C An exemplary schematic diagram of the communication relationship of the thermal management system in the battery-only refrigeration mode is shown as follows. FIG. 9D As shown in M12 mode, the controller can communicate the first end b 21 of the nine-way valve with the seventh end b 27 of the nine-way valve, the second end b 22 of the nine-way valve with the sixth end b 26 of the nine-way valve, the third end b 23 of the nine-way valve with the fifth end b 25 of the nine-way valve, the fourth end b 24 of the nine-way valve with the ninth end b 29 , open throttle valve 23, close throttle valve 24 (i.e. the evaporator does not work), close the water heater, close the heater core, and start water pump 20, water pump 21 and water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is heat-exchanged by the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which is heat-exchanged by the third heat exchange pipeline to cool the cooling liquid (the cooling liquid driven by water pump 21 flows to the fourth heat exchange pipeline through the fifth end b 25 and the third end b 23 of the nine-way valve) in the fourth heat exchange pipeline to obtain low-temperature and low-pressure cooling liquid and then flows back to the compressor. The low-temperature and low-pressure cooling liquid obtained by heat exchange in the fourth heat exchange pipeline flows through the second end b 22 and the sixth end b 26 of the nine-way valve.flow to the front cooling module for cooling, then flow to the electric drive to cool the electric drive, and then flow back to the water pump 20 via the water pump 22, the nine-way valve, the first heat exchange pipe, and the heater core. Although the cooling liquid also flows through the heater core in the passenger compartment air conditioning box, the water heater is not started and the heater core is not working, so the cooling liquid flowing through the heater core is just bypassing the air conditioning box and does not affect the temperature of the driver's cabin. In this case, the battery is cooled by the cooling liquid cooled in the battery cooler, and the electric drive is naturally cooled by the cooling liquid cooled in the front cooling module.

[0170] M14, battery natural cooling mode.

[0171] FIG. 9D An exemplary schematic diagram of the communication relationship of the thermal management system in the battery natural cooling mode is shown in FIG. 14. FIG. 9E As shown in FIG. 14, in the M14 mode, the controller can connect the second end b 22 of the nine-way valve to the sixth end b 26 of the nine-way valve, connect the third end b 23 of the nine-way valve to the seventh end b 27 of the nine-way valve, connect the fifth end b 25 of the nine-way valve to the ninth end b 29 of the nine-way valve, turn off the throttle valve 23 and the throttle valve 24 (so that neither the evaporator nor the battery cooler works), turn off the water heater, turn off the heater core, and start the water pump 21 and the water pump 22. In this case, the cooling liquid driven by the water pump 21 flows to the front cooling module for cooling through the fifth end b 25 and the ninth end b 29 of the nine-way valve, then flows to the electric drive to cool the electric drive, and then flows back to the water pump 21 via the water pump 22, the seventh end b 27 of the nine-way valve, the third end b 23 of the nine-way valve, the fourth heat exchange pipe (since neither the battery cooler works, the fourth heat exchange pipe actually only serves as a pipe flow, and does not perform heat exchange), the second end b 22 of the nine-way valve, and the sixth end b 26 of the nine-way valve. In this case, the battery and the electric drive are both naturally cooled by the cooling liquid cooled in the front cooling module.

[0172] M15, motor natural cooling mode.

[0173] FIG. 9E An exemplary schematic diagram of the communication relationship of the thermal management system in the motor natural cooling mode is shown in FIG. 15. FIG. 9F As shown in FIG. 15, in the M15 mode, the controller can connect the seventh end b27 With the ninth end b of the nine-way valve 29 , close the throttle valve 23 and the throttle valve 24 (so that the evaporator and the battery cooler are not working), turn off the water heater, and start the water pump 22. In this case, the coolant driven by the water pump 22 is pumped through the seventh port b of the nine-way valve. 27 With the ninth end b of the nine-way valve 29 The water flows into the front-end cooling module for cooling, then flows to the electric drive to cool the electric drive, and then returns to the water pump 22. In this case, the electric drive is naturally cooled by the coolant cooled by the front-end cooling module.

[0174] M16, a mode in which the passenger compartment and battery are heated simultaneously.

[0175] FIG. 9F A schematic diagram showing the connection relationship of the thermal management system in a mode where the passenger compartment and the battery are heated simultaneously is shown as follows: FIG. 9G As shown, in M16 mode, the controller can connect the first end b of the nine-way valve 21 With the fifth end b of the nine-way valve 25 , connect the second end b of the nine-way valve 22 With the eighth end b of the nine-way valve 28 , connect the third end b of the nine-way valve 23 With the seventh end b of the nine-way valve 27 , connect the fourth end b of the nine-way valve 24 With the sixth end b of the nine-way valve 26 , open the throttle valve 23, close the throttle valve 24 (so that the evaporator does not work), turn on the water heater, turn on the heater core, and start the water pump 20, water pump 21 and water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor passes through the second heat exchange pipe and the first heat exchange pipe (the coolant driven by the operation of the water pump 21 passes through the fifth end b of the nine-way valve). 25 and the first end b of the nine-way valve 21 The low-temperature and low-pressure refrigerant liquid is obtained by heat exchange through the first heat exchange pipe, and the low-temperature and low-pressure refrigerant liquid passes through the third heat exchange pipe to become the coolant in the fourth heat exchange pipe (the coolant driven by the water pump 22 when it is running passes through the seventh end b of the nine-way valve). 27 and the third end b of the nine-way valve 23 The high-temperature and high-pressure refrigerant liquid obtained by heat exchange in the first heat exchange pipe is heated by the water heater and then flows into the heater core. The passenger compartment air conditioner turns on the full heat mode (the full heat mode is a type of heating mode, and the full heat mode means heating the passenger compartment and the battery at the same time). Therefore, the passenger compartment air conditioner will first heat the ambient air through the heater core and then blow it into the passenger compartment to heat the passenger compartment. The high-temperature refrigerant liquid flowing out of the heater core is then passed through the water pump 20 and the fourth end b of the nine-way valve. 24and the sixth end b of the nine-way valve 26 After passing through the fourth heat exchange pipe, the low-temperature and low-pressure coolant flows back to the battery, thereby heating the battery, and then flows back to the water pump 21. The low-temperature and low-pressure coolant in the fourth heat exchange pipe passes through the second end b of the nine-way valve 22 and the eighth end b of the nine-way valve 28 to the electric drive to cool the electric drive, and then flows back to the water pump 22. In this case, the passenger compartment is heated by the coolant heated by the third heat exchange pipe and / or the water heater, and the electric drive is cooled by the coolant cooled by the battery cooler.

[0176] M18, a mode in which the passenger compartment is heated alone.

[0177] FIG. 9G An exemplary schematic diagram of the communication relationship of the thermal management system in the mode in which the passenger compartment is heated alone is shown in FIG. 18. FIG. 9H As shown in FIG. 18, in the M18 mode, the controller can communicate the first end b of the nine-way valve 21 with the fourth end b of the nine-way valve 24 , the second end b of the nine-way valve 22 with the eighth end b of the nine-way valve 28 , the third end b of the nine-way valve 23 with the seventh end b of the nine-way valve 27 , open the throttle valve 23, close the throttle valve 24 (so that the evaporator does not work), turn on the water heater, open the heater core, and start the water pump 20 and the water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor exchanges heat with the first heat exchange pipe (the coolant driven by the water pump 20 flows through the fourth end b of the nine-way valve 24 and the first end b of the nine-way valve 21 to the first heat exchange pipe) to become low-temperature and low-pressure refrigerant liquid, and the low-temperature and low-pressure refrigerant liquid exchanges heat with the third heat exchange pipe to cool the coolant in the fourth heat exchange pipe (the coolant driven by the water pump 22 flows through the seventh end b of the nine-way valve 27 and the third end b of the nine-way valve 23 to the fourth heat exchange pipe) to become low-temperature and low-pressure coolant, and then flows back to the compressor. The high-temperature and high-pressure refrigerant liquid exchanged in the first heat exchange pipe is heated by the water heater and then flows into the heater core. The passenger compartment air conditioner is in the heating mode, so the passenger compartment air conditioner first heats the ambient air by the heater core and then blows the ambient air into the passenger compartment to heat the passenger compartment. The controller can also adjust the heating effect of the passenger compartment by adjusting the power of the water heater. The high-temperature refrigerant liquid flowing out of the heater core flows back to the water pump 20. The low-temperature and low-pressure coolant in the fourth heat exchange pipe passes through the second end b of the nine-way valve 22 and the eighth end b of the nine-way valve 28The coolant flows to the electric drive to cool it down, and then flows back to the water pump 22. In this case, the passenger compartment is heated by the coolant heated by the third heat exchange pipe and / or the water heater, and the electric drive is cooled by the coolant cooled by the battery cooler.

[0178] M19, battery heating mode.

[0179] FIG. 9H A schematic diagram showing the connectivity of a thermal management system in a battery-only heating mode is shown as follows: FIG. 10 As shown, in M19 mode, the controller can connect the first end b of the nine-way valve 21 With the fifth end b of the nine-way valve 25 , connect the second end b of the nine-way valve 22 With the eighth end b of the nine-way valve 28 , connect the third end b of the nine-way valve 23 With the seventh end b of the nine-way valve 27 , connect the fourth end b of the nine-way valve 24 With the sixth end b of the nine-way valve 26 , open the throttle valve 23, close the throttle valve 24 (so that the evaporator does not work), turn on the water heater, turn off the heater core, and start the water pump 20, water pump 21 and water pump 22. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor passes through the second heat exchange pipe and the first heat exchange pipe (the coolant driven by the operation of the water pump 21 passes through the fifth end b of the nine-way valve). 25 and the first end b of the nine-way valve 21 The low-temperature and low-pressure refrigerant liquid is obtained by heat exchange through the first heat exchange pipe, and the low-temperature and low-pressure refrigerant liquid passes through the third heat exchange pipe to become the coolant in the fourth heat exchange pipe (the coolant driven by the water pump 22 when it is running passes through the seventh end b of the nine-way valve). 27 and the third end b of the nine-way valve 23 The high-temperature, high-pressure refrigerant liquid obtained by heat exchange in the first heat exchange pipe is heated by the water heater and then flows into the heater core. Since the heater core is not turned on, the passenger compartment air conditioning does not use the heater core to heat the ambient air, that is, the passenger compartment is not heated. In this case, the heater core acts as a bypass to transmit high-temperature coolant, which is then transferred through the water pump 20 and the fourth end b of the nine-way valve. 24 and the sixth end b of the nine-way valve 26 Then it flows to the battery, thereby heating the battery, and then flows back to the water pump 21. The controller can also adjust the heating effect of the battery by adjusting the power of the water heater. The low-temperature and low-pressure coolant in the fourth heat exchange pipe passes through the second end b of the nine-way valve. 22 and the eighth end b 28The water flows to the electric drive to cool the electric drive, and then flows back to the water pump 22. In this case, the battery is heated by the coolant heated by the third heat exchange pipe and / or the water heater, and the electric drive is cooled by the coolant cooled by the battery cooler.

[0180] The above is merely an illustrative introduction to several modes that can be implemented by the thermal management system in Example 2 of this application. It should be understood that the thermal management system in Example 2 of this application can also implement other modes besides the aforementioned ones, such as a motor-only cooling mode, a motor-only heating mode, a whole-vehicle dehumidification mode, etc. Moreover, the same mode can actually be implemented through various different loops, and is not limited to the one described above. This application will not further introduce these modes one by one.

[0181] Example 3

[0182] FIG. 10 The following is a schematic diagram showing the structure of a thermal management system provided in the third embodiment of the present application. FIG. 10 As shown, the thermal management system may include a compressor, a water-cooled condenser, a battery cooler, a five-way valve, a four-way valve, a first three-way valve (41), a second three-way valve (42), a water pump 31, a water pump 32 and a water pump 33. The water-cooled condenser may include a first heat exchange pipe and a second heat exchange pipe, and the battery cooler may include a third heat exchange pipe and a fourth heat exchange pipe. The input end (c 11 ) Connect the first end of the five-way valve (c 21 ), the output end of the first heat exchange pipe (c 12 ) is connected to the input end of the heater core in the passenger compartment air conditioning box, the output end of the heater core is connected to the input end of the water pump 30, and the output end of the water pump 30 is connected to the third end of the five-way valve (c 23 The input end of the second heat exchange pipe (c 13 ) is connected to the output end of the compressor and the output end of the second heat exchange pipe (c 14 ) is connected to the input end of the high-pressure pipe, and the output end of the high-pressure pipe is divided into two branches, one of which is connected to the input end of the third heat exchange pipe (c 31 ), and then from the output end of the third heat exchange pipeline (c 32 ) is connected to the input end of the low-pressure pipe, and the other branch is connected to the input end of the evaporator in the passenger compartment air conditioning box, and then the output end of the evaporator is connected to the input end of the low-pressure pipe, and the output end of the low-pressure pipe is connected to the input end of the compressor. The input end of the fourth heat exchange pipe (c 33 ) Connect the first end of the four-way valve (c 41 ), the output end of the fourth heat exchange pipe (c 34 ) Connect the fifth end of the five-way valve (c 25 ), the second end of the five-way valve (c 22) is connected to the input end of the water pump 31, the output end of the water pump 31 is connected to the first end (c 51 ) of the three-way valve 41, the second end (c 52 ) of the three-way valve 41 is connected to the input end of the electric driver, the third end (c 53 ) of the three-way valve 41 is connected to the input end of the cooler in the front-end cooling module, and the output end of the cooler is also connected to the input end of the electric driver. The output end of the electric driver is connected to the fourth end (c 44 ) of the four-way valve. The fourth end (c 24 ) of the five-way valve is respectively connected to the input end of the water pump 32 and the first end (a 61 ) of the three-way valve 42, the output end of the water pump 32 is connected to the input end of the battery, the output end of the battery is connected to the second end (c 42 ) of the four-way valve, the second end (a 62 ) of the three-way valve 42 is connected to the first end a 21 of the five-way valve, the third end (a 62 ) of the three-way valve 42 is connected to the third end (c 43 ) of the four-way valve. Among them, the high-pressure pipe and the low-pressure pipe are coaxial pipes, when the temperature of the refrigerant in the high-pressure pipe is different from the temperature of the refrigerant in the low-pressure pipe, the high-pressure pipe and the low-pressure pipe perform heat exchange operation.

[0183] In the embodiment of the present application, the cooler is arranged in the front-end cooling module, and the front-end cooling module further comprises a first fan (1), and the fan 1 is used for heat exchange between the ambient temperature of the ambient air and the cooler. For example, the cooling liquid temperature is lower than the ambient temperature in winter, so the front-end cooling module can warm up the cooling liquid based on the ambient temperature, and the cooling liquid temperature is higher than the ambient temperature in summer, so the front-end cooling module can cool the cooling liquid based on the ambient temperature. In order to facilitate understanding, the following will be introduced taking the front-end cooling module only for cooling as an example, but it is not limited that the front-end cooling module cannot be used for warming up. Correspondingly, the evaporator and the heating core are arranged in the passenger cabin air conditioner box, and the passenger cabin air conditioner box can further comprise a second fan (2), and the fan 2 can directly blow the air (neither cooling nor warming up) in the environment to the passenger cabin, or the air can be cooled by the evaporator before being blown out, or the air can be warmed up by the heating core before being blown out.

[0184] In an optional embodiment, continuing to refer to FIG. 10 , the thermal management system further comprises a water heater, and the input end of the water heater is connected to the output end c 12The output end of the water heater is connected to the input end of the warm air core. The water heater can heat the coolant flowing through the water heater. When the passenger compartment needs to be heated, if the temperature of the warm air blown out by the warm air core to the passenger compartment does not reach the temperature set by the user, the water heater can first be used to heat the coolant output by the first heat exchange pipeline, and then the warm air blown out by the air conditioner to the passenger compartment is heated through the warm air core, so as to improve the effect of heating the passenger compartment. If the temperature of the warm air blown out by the warm air core to the passenger compartment is appropriate, the water heater can also be directly turned off.

[0185] In an alternative embodiment, continuing to refer to FIG. 10 As shown in the figure, the thermal management system can further include at least one throttle valve, such as throttle valve 33 and throttle valve 34. The input end of the throttle valve 33 and the input end of the throttle valve 34 are respectively connected to the output end of the high-pressure pipe, the output end of the throttle valve 33 is connected to the input end c 31 of the third heat exchange pipeline, and the output end of the throttle valve 34 is connected to the input end of the evaporator. The throttle valve is used to control the flow of the output liquid, and if the throttle valve is completely closed, the throttle valve does not output liquid.

[0186] In an alternative embodiment, continuing to refer to FIG. 10 As shown in the figure, the thermal management system can further include a liquid storage device for storing liquid in the refrigerant loop. The liquid storage device can be a liquid storage tank or a gas-liquid separator. When the liquid storage device is a liquid storage tank, the liquid storage tank can be arranged outside the output end of the second heat exchange pipeline, the input end of the liquid storage tank is connected to the output end of the second heat exchange pipeline, and the output end of the liquid storage tank is connected to the input end of the high-pressure pipe. The liquid storage tank is used to store part of the refrigerant liquid in the refrigerant loop. When the liquid storage device is a gas-liquid separator, the input end of the gas-liquid separator can be connected to the input end of the low-pressure pipe, and the output end of the gas-liquid separator can be connected to the input end of the compressor.

[0187] In an alternative embodiment, continuing to refer to FIG. 10 As shown in the figure, the thermal management system can further include at least one water kettle, such as water kettle 35 and water kettle 36. The input end of the water kettle 35 can be connected to the output end of the warm air core, and the output end of the water kettle 35 can be connected to the input end of the water pump 30. The input end of the water kettle 36 can be connected to the output end of the electric driver, and the output end of the water kettle 36 can be connected to the fourth end c 44 of the four-way valve. The water kettle 35 and the water kettle 36 can purify the coolant liquid in the coolant loop, and the purer the coolant liquid is, the better the temperature adjustment effect of the coolant loop will be.

[0188] In an alternative embodiment, continuing to refer to FIG. 11 As shown in the figure, the thermal management system can further include temperature and pressure sensors at key positions, such as temperature and pressure sensor P 30, temperature and pressure sensor P 31 , temperature and pressure sensor P 32 , temperature and pressure sensor P 33 , temperature and pressure sensor P 34 , temperature and pressure sensor P 35 , temperature and pressure sensor P 36 , temperature and pressure sensor P 37 , temperature and pressure sensor P 38 , temperature and pressure sensor P 30 , temperature and pressure sensor P 35 , temperature and pressure sensor P 30 , temperature and pressure sensor P 35 , temperature and pressure sensor P 31 , temperature and pressure sensor P 32 , temperature and pressure sensor P 38 , temperature and pressure sensor P 32 , temperature and pressure sensor P 38 , temperature and pressure sensor P 33 , temperature and pressure sensor P 37 , temperature and pressure sensor P 33 , temperature and pressure sensor P 37 , temperature and pressure sensor P 34 , temperature and pressure sensor P 36 , temperature and pressure sensor P 34 , temperature and pressure sensor P 36 , temperature and pressure sensor P

[0189] Example three adds a three-way valve and a pair of coaxial pipes based on example one. Compared with example one, example three can further improve the refrigeration and heating efficiency of the refrigerant loop by introducing coaxial pipes and heat exchanging between the high-pressure pipe and the low-pressure pipe. Moreover, example three can isolate the battery loop (relative isolation, in fact, it is still connected through the five-way valve) when heating the battery and the passenger compartment at the same time by introducing the three-way valve 42, which helps to maintain the cooling liquid temperature at the battery inlet within a reasonable range.

[0190] In the third embodiment of the present application, each component in the thermal management system can also be designed in an integrated manner. For various schemes of implementing the integrated manner, please refer to the above-mentioned first embodiment. The only difference is that each valve component in the third embodiment can further include a newly added three-way valve 42, and each plate exchange component in the third embodiment can further include coaxial high-pressure pipe and low-pressure pipe. FIG. 11 An overall integrated manner provided by the third embodiment of the present application is exemplarily shown. The scheme assumes that the gas-liquid separator is used as a liquid storage device. As shown in FIG. 11, the manner can integrate each plate exchange component and each valve component in the thermal management system in the same element assembly. Each plate exchange component can include one or more of a water-cooled condenser, a battery cooler, a water heater, a compressor and a gas-liquid separator. Each valve component can include one or more of a five-way valve, a four-way valve, a three-way valve 41, a three-way valve 42, a water pump 30, a water pump 31, a water pump 32, a water kettle 35 and a water kettle 36. FIG. 12A The scheme shown integrates all plate exchange components and all valve components, so that the structure is more compact and occupies less space.

[0191] Based on the mode shown in the first embodiment, some modes that can be implemented by the thermal management system in the third embodiment of the present application are exemplarily introduced. It should be understood that the control end of each valve component, the control end of each water pump and the output end of each temperature and pressure sensor in the thermal management system can also be connected to a controller. The controller can control each valve component and each water pump to implement different temperature modes, and can also obtain the temperature and pressure at each key position from the output end of each temperature and pressure sensor in the control process, so as to determine whether the current temperature and pressure meet the requirements of the current temperature mode. If not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible.

[0192] M10, mode of simultaneously cooling the passenger compartment and the battery.

[0193] FIG. 12A An exemplary schematic diagram of the connection relationship of the thermal management system in the mode of simultaneously cooling the passenger compartment and the battery is shown in FIG. 10. FIG. 12B As shown in FIG. 10, in the M10 mode, the controller can connect the second end c 62 of the three-way valve 42 to the third end c 63 of the three-way valve, connect the second end c 22 of the five-way valve to the third end c 23 of the five-way valve, connect the fourth end c 24 of the five-way valve to the fifth end c 25 of the five-way valve, connect the first end c 41 of the four-way valve to the second end c 42 of the four-way valve, and connect the third end c 43 of the four-way valve to the fourth end c44 the first end c of the three-way valve 41 51 the third end c of the three-way valve 41 53 and open the throttle valve 33 and the throttle valve 34, close the heater core, and start the water pump 30, the water pump 31 and the water pump 32. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is subjected to primary heat exchange in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, and the low-temperature and low-pressure refrigerant liquid is further subjected to secondary heat exchange with the coaxial low-pressure pipeline to obtain low-temperature and low-pressure refrigerant liquid, one branch of which is transmitted to the evaporator to cool the passenger compartment, at this time, the air conditioner in the passenger compartment is set to the full cooling mode (the full cooling mode belongs to one of the refrigeration modes, and the full cooling mode refers to refrigeration of the passenger compartment and the battery at the same time). Another branch of the low-temperature and low-pressure refrigerant liquid is subjected to heat exchange with the cooling liquid in the fourth heat exchange pipeline (the water pump 32 drives the cooling liquid to flow into the fourth heat exchange pipeline in sequence through the battery and the four-way valve) through the third heat exchange pipeline, and then flows back to the compressor through the low-pressure pipeline. The low-temperature and low-pressure cooling liquid obtained by heat exchange in the fourth heat exchange pipeline flows back to the water pump 32 through the five-way valve, thereby cooling the battery. The cooling liquid driven by the water pump 30 is cooled by the front-end cooling module, and then enters the first heat exchange pipeline to obtain high-temperature cooling liquid, although the high-temperature cooling liquid flows through the heater core, the heater core is not started, so the high-temperature cooling liquid only flows through the air conditioner box as a bypass, and does not affect the temperature of the driver's cabin.

[0194] In the above manner, the high-pressure pipeline is subjected to heat exchange with the coaxial low-pressure pipeline before entering the evaporator and the third heat exchange pipeline. The heat exchange can be achieved by the low-temperature of the inner pipeline refrigerant and the high-temperature of the outer pipeline refrigerant. The high-pressure pipeline is the outer pipeline, and the low-pressure pipeline is the inner pipeline. Therefore, the high-pressure pipeline outer pipeline can obtain low-temperature and low-pressure refrigerant by heat exchange, and the low-pressure pipeline inner pipeline can obtain high-temperature and high-pressure refrigerant by heat exchange. The high-pressure pipeline after heat exchange has a lower temperature, so as to further reduce the temperature of the refrigerant flowing into the evaporator and the third heat exchange pipeline, which helps to improve the refrigeration effect of the passenger compartment and the refrigeration effect of the battery.

[0195] M11, passenger compartment refrigeration mode.

[0196] FIG. 12B An exemplary schematic diagram of the communication relationship of the thermal management system in the passenger compartment refrigeration mode is shown in FIG. 11. FIG. 12C As shown in FIG. 11, in the M11 mode, the controller can connect the second end c of the three-way valve 42 62 the third end c of the three-way valve 63, connected to the second end c of the five-way valve 22 With the third end c of the five-way valve 23 , connect the third end c of the four-way valve 43 With the fourth end c of the four-way valve 44 , connected to the first end c of the three-way valve 41 51 The third end c of the three-way valve 41 53 , and open throttle valve 34, close throttle valve 33 (so that the battery cooler does not work), turn off the heater core, and start water pumps 30 and 31. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor passes through the second heat exchange pipe, where it undergoes initial heat exchange with the first heat exchange pipe (the operation of water pump 30 drives the coolant to flow into the first heat exchange pipe in sequence through the five-way valve, water pump 31, three-way valve 41, cooler, electric drive, four-way valve and three-way valve 42) to obtain low-temperature and low-pressure refrigerant liquid. This low-temperature and low-pressure refrigerant liquid then enters the high-pressure pipe and the coaxial low-pressure pipe for secondary heat exchange to obtain even lower-temperature and lower-pressure refrigerant liquid. This lower-temperature and lower-pressure refrigerant liquid is transmitted to the evaporator to cool the passenger compartment, and then flows back to the compressor through the low-pressure pipe. At this time, the air conditioner in the passenger compartment is set to cooling mode. The coolant driven by the water pump 30 is cooled by the front-end cooling module and then cools the electric drive before entering the first heat exchange pipe for heat exchange to obtain high-temperature coolant. Although the high-temperature coolant flows through the heater core, since the heater core is not started, the high-temperature coolant only flows through the air-conditioning box as a bypass and does not affect the temperature of the cab.

[0197] In this manner, the low-temperature, low-pressure refrigerant output from the second heat exchange pipe undergoes further heat exchange through the coaxial high-pressure and low-pressure pipes before entering the evaporator, resulting in even lower-temperature refrigerant. This further reduces the temperature of the refrigerant flowing into the evaporator, helping to improve the cooling effect on the passenger compartment.

[0198] M12, battery cooling mode.

[0199] FIG. 12C A schematic diagram showing the connectivity of a thermal management system in a battery cooling mode is shown as an example. FIG. 12D As shown, in the M12 mode, the controller can connect the second end c of the three-way valve 42 62 With the third end c of the three-way valve 63 , connected to the second end c of the five-way valve 22 With the third end c of the five-way valve 23 , connect the fourth end c of the five-way valve 24 With the fifth end c of the five-way valve 25 , connected to the first end c of the four-way valve 41 The second end c of the four-way valve 42 , connect the third end c of the four-way valve 43With the fourth end c of the four-way valve 44 , connected to the first end c of the three-way valve 41 51 The third end c of the three-way valve 41 53 , and open throttle valve 33, close throttle valve 34 (so that the evaporator does not work), turn off the heater core, and start water pumps 30, 31, and 32. In this case, the high-temperature, high-pressure refrigerant gas output by the compressor passes through the second heat exchange pipe, where it undergoes initial heat exchange with the first heat exchange pipe (the operation of water pump 30 drives the coolant to flow into the first heat exchange pipe in sequence through the five-way valve, water pump 31, three-way valve 41, cooler, electric driver, four-way valve, and three-way valve 42) to obtain low-temperature, low-pressure refrigerant liquid. This low-temperature, low-pressure refrigerant liquid then enters the high-pressure pipe and the coaxial low-pressure pipe for secondary heat exchange to obtain even lower-temperature, lower-pressure refrigerant liquid. This lower-temperature, lower-pressure refrigerant liquid then exchanges heat with the coolant in the fourth heat exchange pipe in the third heat exchange pipe (the operation of water pump 32 drives the coolant to flow into the fourth heat exchange pipe in sequence through the battery and the four-way valve) and then flows back to the compressor through the low-pressure pipe. The low-temperature, low-pressure coolant generated by heat exchange in the fourth heat exchange pipe flows back to water pump 32 via the five-way valve, thereby cooling the battery. The coolant driven by water pump 30 is cooled by the front-end cooling module, first cooling the electric drive, and then entering the first heat exchange pipe for heat exchange to generate high-temperature coolant. Although the high-temperature coolant flows through the heater core, since the heater core is not activated, it bypasses the air conditioning unit and does not affect the temperature of the cab.

[0200] In this manner, the low-temperature, low-pressure refrigerant output from the second heat exchange pipe undergoes further heat exchange through the coaxial high-pressure and low-pressure pipes before entering the battery cooler, resulting in even lower-temperature refrigerant. This further reduces the temperature of the refrigerant flowing into the battery cooler, improving the battery cooler's ability to cool the coolant in the fourth heat exchange pipe, and ultimately enhancing the cooling effect on the battery.

[0201] M13, mode with battery cooling and passenger compartment heating.

[0202] FIG. 12D A schematic diagram showing the connection relationship of the thermal management system in a battery cooling and passenger compartment heating mode is shown as an example. FIG. 12E As shown, in the M13 mode, the controller can connect the second end c of the three-way valve 42 62 With the third end c of the three-way valve 63 , connected to the second end c of the five-way valve 22 With the third end c of the five-way valve 23 , connect the fourth end c of the five-way valve 24 With the fifth end c of the five-way valve 25 , connected to the first end c of the four-way valve 41 The second end c of the four-way valve 42, the third end c of the four-way valve 43 , the fourth end c of the four-way valve 44 , the first end c of the three-way valve 41 51 , the second end c of the three-way valve 41 52 , the throttle valve 33 is opened, the throttle valve 34 is closed (so that the evaporator does not work), the water heater is started, and the water pumps 30, 31 and 32 are started. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is first exchanged heat with the cooling liquid in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, the low-temperature and low-pressure refrigerant liquid further exchanges heat with the coaxial high-pressure pipe and low-pressure pipe to obtain lower-temperature and lower-pressure refrigerant liquid, and the lower-temperature and lower-pressure refrigerant liquid exchanges heat with the cooling liquid in the third heat exchange pipeline and the fourth heat exchange pipeline (the water pump 32 drives the cooling liquid to flow into the fourth heat exchange pipeline via the battery and the four-way valve) and then flows back to the compressor via the low-pressure pipe. The high-temperature cooling liquid obtained by the first heat exchange pipeline is heated by the water heater and then input into the heater core, and the passenger compartment air conditioner is in heating mode, so that the passenger compartment air conditioner first heats the ambient air using the heater core and then blows the ambient air into the passenger compartment to heat the passenger compartment. The controller can also control the heating effect of the passenger compartment by controlling the power of the water heater. The low-temperature and low-pressure cooling liquid obtained by the fourth heat exchange pipeline flows back to the water pump 32 via the five-way valve, thereby cooling the battery. In this way, the low-temperature and low-pressure refrigerant output by the second heat exchange pipeline is further exchanged heat with the coaxial high-pressure pipe and low-pressure pipe before being input into the battery cooler, so as to obtain lower-temperature refrigerant, thereby further reducing the temperature of the refrigerant flowing into the battery cooler, improving the cooling capacity of the battery cooler for the cooling liquid in the fourth heat exchange pipeline, and helping to improve the cooling effect of the battery.

[0203] In this scheme, when the electric drive needs to be cooled, the controller can also connect the first end a 51 of the three-way valve 41 and the third end a 53 of the three-way valve 41, so that the cooling liquid driven by the water pump 30 first flows through the front-end cooling module to cool it, and then flows into the electric drive to cool the electric drive. When the electric drive does not need to be cooled, the controller can connect the first end a 51 of the three-way valve 41 and the second end a 52 of the three-way valve 41, so that the cooling liquid driven by the water pump 30 directly flows into the electric drive. If it is found after obtaining the data of the temperature and pressure sensor P 32 that the cooling effect of the electric drive is not appropriate, the first end a 51 of the three-way valve 41 can be connected to the third end a 53 of the three-way valve 41 and the second end a 52, the cooling effect is controlled by adjusting the proportion of the flow rate of the coolant in the two branches.

[0204] M15, the mode of natural cooling of the motor.

[0205] FIG. 12E An exemplary schematic diagram of the communication relationship of the thermal management system in the mode of natural cooling of the motor is shown in FIG. 15. FIG. 12F As shown in FIG. 15, in the M14 mode, the controller can communicate the second end c 62 of the three-way valve with the third end c 63 of the three-way valve, the second end c 22 of the five-way valve with the third end c 23 of the five-way valve, the third end c 43 of the four-way valve with the fourth end c 44 of the four-way valve, the first end c 51 of the three-way valve 41 with the third end c 53 of the three-way valve 41, turn off the throttle valve 33 and the throttle valve 34 (so that the evaporator and the battery cooler do not work), close the water heater, and start the water pump 30 and the water pump 31. In this case, the water pump 30 runs to drive the coolant to flow through the five-way valve, the water pump 31, the three-way valve 41, the cooler, the electric drive, the four-way valve, the three-way valve 42, the first heat exchange pipeline, and the heater core in turn and then flow back to the water pump 30. Thus, the coolant in this loop is naturally cooled after being cooled by the front-end cooling module.

[0206] M16, the mode of simultaneous heating of the passenger compartment and the battery.

[0207] FIG. 12F An exemplary schematic diagram of the communication relationship of the thermal management system in the mode of simultaneous heating of the passenger compartment and the battery is shown in FIG. 16. FIG. 12G As shown in FIG. 16, in the M16 mode, the controller can respectively communicate the third end c 62 of the three-way valve 42 with the first end c 61 of the three-way valve, the third end c 62 of the three-way valve 42 with the second end c 62 of the three-way valve, the third end c 23 of the five-way valve with the first end c 21 of the five-way valve, the third end c 23 of the five-way valve with the fourth end c 24 of the five-way valve, the second end c 22 of the five-way valve with the fifth end c 25 of the five-way valve, the first end c 41 of the four-way valve with the fourth end c 44 of the four-way valve, the second end c 42 of the four-way valve with the third end c 43 of the four-way valve, and the first end c51 second end c of the three-way valve 41 52 , open the throttle valve 33, close the throttle valve 34, open the water heater, and start the water pump 30, the water pump 31 and the water pump 32. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is exchanged heat in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which is then exchanged heat in the high-pressure pipeline and the coaxial low-pressure pipeline to obtain lower-temperature and lower-pressure refrigerant liquid, which is then exchanged heat in the third heat exchange pipeline and the fourth heat exchange pipeline (the water pump 31 drives the cooling liquid to flow into the fourth heat exchange pipeline via the three-way valve 41, the electric drive and the four-way valve in turn) to obtain low-temperature and low-pressure cooling liquid, which is then exchanged heat in the first heat exchange pipeline to obtain high-temperature cooling liquid, which is then heated in the water heater and input into the heater core, and then back to the water pump 30. The passenger cabin air conditioner is in the full heat mode (the full heat mode belongs to one of the heat modes, and the full heat mode means that the passenger cabin and the battery are heated at the same time), so the passenger cabin air conditioner first heats the ambient air using the heater core and then blows the ambient air into the passenger cabin to heat the passenger cabin. The controller can also control the effect of heating the passenger cabin by controlling the power of the water heater. Then, the water pump 30 drives the cooling liquid to circulate through the battery, thereby also heating the battery. The low-temperature and low-pressure cooling liquid obtained by the fourth heat exchange pipeline flows back to the water pump 31, and then flows through the electric drive in the circulation process to cool the electric drive. In this way, the low-temperature and low-pressure refrigerant output by the second heat exchange pipeline is further exchanged heat in the coaxial high-pressure pipeline and low-pressure pipeline before being input into the battery cooler, to obtain lower-temperature refrigerant, thereby further reducing the temperature of the refrigerant flowing into the battery cooler, improving the ability of the battery cooler to cool the cooling liquid in the fourth heat exchange pipeline, and helping to improve the refrigeration effect on the electric drive.

[0208] In the above connection relationship, the passenger cabin heating loop and the battery heating loop actually belong to two separate circulation loops. The cooling liquid in the passenger cabin heating loop is driven by the water pump 30 to flow back to the water pump 30 via the third end c of the five-way valve 23 , the first end c of the five-way valve 21 , the first heat exchange pipeline, the water heater and the heater core in turn, thereby realizing the heat circulation of the passenger cabin. The cooling liquid in the battery heating loop is driven by the water pump 32 to flow back to the water pump 32 via the battery, the second end c of the four-way valve 42 , the third end c of the four-way valve 43 , the third end c of the three-way valve 42 63 , and the first end c of the three-way valve 42 61The water then flows back to the water pump 32, thus completing the thermal cycle of the battery. 24 and the fifth end c of the five-way valve 25 The battery heating loop can be connected to the fourth end of the five-way valve to complete the heat exchange. 24 Get part of the high-temperature coolant in the passenger compartment heating loop to heat the battery, and can be used at the fifth end of the five-way valve 25 The controller can also release part of the low-temperature coolant in the battery heating loop to the passenger compartment heating loop to achieve the circulation flow of the battery heating loop. 24 The flow rate of coolant flowing into the battery heating loop and the passenger compartment heating loop respectively is adjusted to achieve different heating effects for the battery and the passenger compartment, so that the temperature on the battery side and the temperature on the passenger compartment side can be within a reasonable temperature range.

[0209] Compared to Example 1, Example 3 incorporates a new three-way valve 42 into the thermal management system. This new three-way valve 42 allows for simultaneous heating of the battery and passenger compartment in two separate sub-circuits, rather than a single, large circuit. This allows the battery and passenger compartment heating temperatures to be controlled independently by the controller, providing greater heating flexibility and adaptability to a wider range of scenarios.

[0210] M18, separate heating mode for the passenger compartment.

[0211] FIG. 12G A schematic diagram showing the connectivity of a thermal management system in a passenger compartment heating mode is shown as an example. FIG. 12H As shown, in M18 mode, the controller can connect the first end c of the five-way valve 21 and the third end c of the five-way valve 23 , connect the second end c of the five-way valve 22 With the fifth end c of the five-way valve 25 , connected to the first end c of the four-way valve 41 With the fourth end c of the four-way valve 44 , connected to the first end c of the three-way valve 41 51 The second end c of the three-way valve 41 52, open throttle valve 33, close throttle valve 34 (so that the evaporator does not work), open the water heater, and start water pump 30 and water pump 31. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor is exchanged in the second heat exchange pipe with the cooling liquid in the first heat exchange pipe (the cooling liquid flows into the first heat exchange pipe under the action of the water pump 30 in operation) to obtain low-temperature and low-pressure refrigerant liquid, which is then exchanged in the high-pressure pipe with the coaxial low-pressure pipe to obtain refrigerant liquid at an even lower temperature and pressure, which is then exchanged in the third heat exchange pipe with the cooling liquid in the fourth heat exchange pipe (the cooling liquid flows into the fourth heat exchange pipe in sequence after passing through the three-way valve 41, the electric drive, and the four-way valve under the action of the water pump 31 in operation) and then flows back to the compressor through the low-pressure pipe. The high-temperature cooling liquid obtained by the exchange in the first heat exchange pipe is heated in the water heater and then input into the heater core, and then returns to the water pump 30. The passenger compartment air conditioner is in heating mode, so it first heats the ambient air using the heater core and then blows it into the passenger compartment to heat the passenger compartment. The controller can also control the effect of heating the passenger compartment by controlling the power of the water heater. The low-temperature cooling liquid output by the fourth heat exchange pipe flows back to the water pump 30, which drives the low-temperature cooling liquid to circulate to cool the electric drive. In this way, the low-temperature and low-pressure refrigerant output by the second heat exchange pipe is further exchanged in the coaxial high-pressure pipe and low-pressure pipe before being exchanged in the fourth heat exchange pipe, obtaining refrigerant at an even lower temperature, which can further reduce the temperature of the refrigerant flowing into the battery cooler, thereby improving the ability to cool the cooling liquid in the fourth heat exchange pipe and helping to improve the cooling effect on the electric drive.

[0212] M19, battery-only heating mode.

[0213] FIG. 12H An exemplary schematic diagram of the communication relationship of the thermal management system in the battery-only heating mode is shown in FIG. 19. FIG. 12I As shown in M19 mode, the controller can communicate the second end c 62 of the three-way valve with the third end c 63 of the three-way valve 42, the second end c 22 of the five-way valve with the fifth end c 25 of the five-way valve, the third end c 23 of the five-way valve with the fourth end c 24 of the five-way valve, the first end c 41 of the four-way valve with the fourth end c 44 of the four-way valve, the second end c 42 of the four-way valve with the third end c 43 of the four-way valve, the first end c 51 of the three-way valve 41 with the second end c 52, open throttle valve 33, close throttle valve 34 (so that the evaporator does not work), open the water heater, and start water pump 30, water pump 31 and water pump 32. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor exchanges heat in the second heat exchange pipeline with the cooling liquid in the first heat exchange pipeline (the cooling liquid flows into the fourth heat exchange pipeline after being sequentially driven by the water pump 30, the water pump 32, the battery, the four-way valve and the three-way valve 42) to obtain low-temperature and low-pressure refrigerant liquid, which in turn exchanges heat with the coaxial low-pressure pipe to obtain lower-temperature and lower-pressure refrigerant liquid, which exchanges heat with the cooling liquid in the fourth heat exchange pipeline (the cooling liquid flows into the fourth heat exchange pipeline after being sequentially driven by the water pump 31, the electric drive and the four-way valve) in the third heat exchange pipeline and then flows back to the compressor through the low-pressure pipe. The high-temperature cooling liquid obtained by heat exchange in the first heat exchange pipeline is first heated by the water heater and then input into the heater core, and then returns to the water pump 30. The passenger compartment air conditioner is in the heating and cooling mode, so the cooling liquid flowing through the heater core is not used to heat the passenger compartment, but flows through the heater core as a bypass and then returns to the water pump 30. In this way, the water pump 30 can drive the heated cooling liquid to circulate through the battery, thereby heating the battery. The controller can also control the heating effect of the battery by controlling the power of the water heater. The low-temperature and low-pressure cooling liquid obtained by heat exchange in the fourth heat exchange pipeline flows back to the water pump 31 and then flows through the electric drive in the circulation process to cool the electric drive. In this way, the low-temperature and low-pressure refrigerant output by the second heat exchange pipeline is further exchanged with the coaxial high-pressure pipe and low-pressure pipe before entering the battery cooler, to obtain refrigerant at a lower temperature, thereby further reducing the temperature of the refrigerant flowing into the battery cooler and improving the cooling capacity of the battery cooler. The cooling effect on the electric drive is improved.

[0214] M21, dehumidification of the passenger compartment.

[0215] FIG. 12I An exemplary schematic diagram of the communication relationship of the thermal management system in the dehumidification mode of the passenger compartment is shown as FIG. 12I In the M21 mode, the controller can communicate the second end c 62 of the three-way valve 42 with the third end c 63 of the three-way valve 42, the second end c 22 of the five-way valve with the third end c 23 of the five-way valve, the third end c 43 of the four-way valve with the second end c 42 of the four-way valve, the first end c 51 of the three-way valve 41 with the second end c 52, open throttle valve 34, close throttle valve 33 (so that the battery cooler does not work), open the water heater, and start water pump 30 and water pump 31. In this case, the high-temperature and high-pressure refrigerant gas output by the compressor exchanges heat in the second heat exchange pipeline to obtain low-temperature and low-pressure refrigerant liquid, which in turn enters the high-pressure pipe and the coaxial low-pressure pipe to exchange heat twice to obtain refrigerant liquid at a lower temperature and lower pressure, which flows into the evaporator to be cooled, and then flows back to the compressor through the low-pressure pipe. The high-temperature cooling liquid obtained by heat exchange in the first heat exchange pipeline is first heated by the water heater and then input into the heater core, and then returns to the water pump 30. When the passenger compartment air conditioner is in dehumidification mode, the passenger compartment air conditioner will first use the evaporator to cool and dehumidify the ambient air, then heat and dehumidify the air through the heater core, and finally blow dry and warm air into the passenger compartment. In addition, the cooling liquid in the cooling liquid loop also flows through the electric drive, and the temperature of the electric drive needs to be controlled below 50°C. Therefore, when the temperature of the cooling liquid in the cooling liquid loop is not higher than 50°C, the temperature is sufficient to cool the electric drive, so the controller can directly communicate the first end c FIG. 13 of the three-way valve 41 as shown in the figure 51 with the second end c 52 of the three-way valve 41. When the temperature is higher than 50°C, the temperature is not sufficient to cool the electric drive, at which time the controller can also communicate the first end c 51 of the three-way valve 41 with the third end c 52 of the three-way valve 41, so that the cooling liquid in the cooling liquid loop first passes through the front-end cooling module to be cooled and then flows through the electric drive, thereby achieving the purpose of cooling the electric drive. Of course, when cooling the electric drive, whether to communicate two paths at the same time or only communicate the branch that passes through the front-end cooling module to be cooled can be set by the user according to actual needs.

[0216] The above is only an exemplary introduction to several modes that can be achieved by the thermal management system in embodiment three. It should be understood that the thermal management system in embodiment three can also achieve other modes in addition to the above-mentioned several modes, such as a mode of refrigeration of the electric motor alone, a mode of heating of the electric motor alone, a mode of dehumidification of the entire vehicle, a mode of heating of the battery and dehumidification of the entire vehicle, etc. Moreover, the same mode can actually be achieved by various different loops, and is not limited to only the one introduced above, and the present application will not be introduced one by one.

[0217] In the present application, the three-way valve 42 newly added in embodiment three can also be combined with the four-way valve into a new five-way valve, and the five ports of the new five-way valve are used to realize the port functions of the four-way valve and the three-way valve 42, so as to further simplify the structure of the thermal management system.

[0218] In an alternative embodiment, for any of the above embodiments, the flow conduits for the coolant can be provided in a coolant base plate and the flow conduits for the refrigerant can be provided in a refrigerant base plate. By providing the conduits in base plates, the various components can be plumbed directly to the base plate or inlets without the need for additional wiring, which can further simplify the plumbing and avoid wiring interference. FIG. 13 An internal exploded view of a thermal management system according to this embodiment is shown schematically in FIG. 11 As shown in the figure, in this arrangement, the three-way valve is combined with the four-way valve 402 to form a second five-way valve, the front plumbing base plate is used in place of the refrigerant plumbing, the rear plumbing base plate is used in place of the coolant plumbing, and the plate exchanger includes a water-cooled condenser and a battery cooler. The electrical driver unit (EDU) includes FIG. 14 As shown in the figure, the electrical driver unit (EDU) can include all of the electrical driver modules, such as a compressor, a motor controller, a water heater (e.g., of the positive temperature coefficient (PTC) type) controller, a water pump controller, and a water valve controller, which can be connected to other live components in the integrated system via drive lines.

[0219] FIG. 14 An external perspective view of a thermal management system according to an embodiment of the application is shown schematically in ​ As shown in the figure, the thermal management system can have a modular appearance, which can have the advantages of compact overall structure, simple plumbing, and neat appearance.

[0220] It should be understood that the thermal management system according to the present application can also be applied to any other vehicle that is driven by an electric drive, and is not limited to electric vehicles. The present application does not make any specific limitation in this regard.

[0221] Obviously, various modifications and changes can be made to the present application by those skilled in the art without departing from the spirit and scope of the application. Accordingly, it is intended that all such modifications and changes be included within the scope of the application as defined in the following claims and their equivalents.

Claims

1. A valve body assembly, characterized in that: The valve body assembly includes a five-way valve, a four-way valve and a first three-way valve, and the first end of the five-way valve is connected to the third end of the four-way valve; A first pipeline is connected between the first end of the five-way valve and the third end of the five-way valve, and the first pipeline passes through a heat exchange pipe of a condenser, a heater core in an air conditioning box in the passenger compartment, and a first pump; A second pipeline is connected between the fifth end of the five-way valve and the first end of the four-way valve, and the second pipeline passes through a heat exchange pipe of a battery cooler; A third pipeline is connected between the fourth end of the five-way valve and the second end of the four-way valve, and the third pipeline passes through a battery and a third pump; A fourth pipeline is connected between the second end of the five-way valve and the fourth end of the four-way valve, and the fourth pipeline passes through the first end of the first three-way valve, the second end of the first three-way valve, the second pump and the electric driver; The third end of the first three-way valve is connected to the fourth pipeline through the cooler in the front-end cooling module; The valve body assembly is integrated with one or more devices among the first pump, the second pump, the third pump, the condenser, and the battery cooler.

2. The valve body assembly according to claim 1, wherein: In the first mode, the valve body assembly is configured to connect the first end of the five-way valve with the third end of the five-way valve, connect the second end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

3. The valve body assembly according to claim 1 or 2, characterized in that: In the second mode, the valve body assembly is configured to connect the second end of the five-way valve with the fifth end of the five-way valve, connect the third end of the five-way valve with the fourth end of the five-way valve, connect the first end of the four-way valve with the fourth end of the four-way valve, connect the second end of the four-way valve with the third end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

4. The valve body assembly according to claim 1 or 2, characterized in that: In the third mode, the passenger compartment air-conditioning box is in the dehumidification mode, and the valve body assembly is configured to: connect the first end of the five-way valve with the third end of the five-way valve, connect the second end of the five-way valve with the fifth end of the five-way valve, connect the third end of the five-way valve with the fourth end of the five-way valve, connect the first end of the four-way valve with the fourth end of the four-way valve, connect the second end of the four-way valve with the third end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

5. The valve body assembly according to claim 1 or 2, characterized in that: In the fourth mode, the passenger compartment air-conditioning box is in the heating mode, and the valve body assembly is configured to: connect the first end of the five-way valve with the third end of the five-way valve, connect the second end of the five-way valve with the fifth end of the five-way valve, connect the third end of the five-way valve with the fourth end of the five-way valve, connect the first end of the four-way valve with the fourth end of the four-way valve, connect the second end of the four-way valve with the third end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

6. The valve body assembly according to claim 1 or 2, characterized in that: In the fifth mode, the passenger compartment air-conditioning box is in the dehumidification mode, and the valve body assembly is configured to: connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

7. The valve body assembly according to claim 1 or 2, characterized in that: In the sixth mode, the valve body assembly is configured to connect the second end of the five-way valve with the third end of the five-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

8. The valve body assembly according to claim 1 or 2, characterized in that: In the seventh mode, the passenger compartment air-conditioning box is in the closed mode, and the valve body assembly is configured to: connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

9. The valve body assembly according to claim 1 or 2, characterized in that: In the eighth mode, the valve body assembly is configured to: connect the first end of the five-way valve with the second end of the five-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

10. The valve body assembly according to claim 1 or 2, characterized in that: In the ninth mode, the valve body assembly is configured to: connect the first end of the five-way valve with the fourth end of the five-way valve, connect the second end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

11. The valve body assembly according to claim 1 or 2, characterized in that: In the tenth mode, the valve body assembly is configured to: connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

12. The valve body assembly according to claim 1 or 2, characterized in that: In the eleventh mode, the valve body assembly is configured to: connect the first end of the five-way valve with the third end of the five-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

13. The valve body assembly according to claim 1, wherein: The valve body assembly also includes a second three-way valve, the first end of the second three-way valve is connected to the third pipeline, the second end and the third end of the second three-way valve are respectively connected to the first end of the five-way valve and the third end of the four-way valve, for realizing the connection between the first end of the five-way valve and the third end of the four-way valve.

14. The valve body assembly according to claim 13, wherein: In the first mode, the valve body assembly is configured to connect the first end of the five-way valve with the third end of the five-way valve, connect the second end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

15. The valve body assembly according to claim 13 or 14, characterized in that: In the second mode, the valve body assembly is configured to connect the second end of the second three-way valve to the third end of the second three-way valve, connect the second end of the five-way valve to the fifth end of the five-way valve, connect the third end of the five-way valve to the fourth end of the five-way valve, connect the first end of the four-way valve to the fourth end of the four-way valve, connect the second end of the four-way valve to the third end of the four-way valve, and connect the first end of the first three-way valve to the second end of the first three-way valve.

16. The valve body assembly according to claim 13 or 14, characterized in that: In the fourth mode, the valve body assembly is configured to: connect the third end of the second three-way valve to the first end of the second three-way valve and the second end of the second three-way valve, respectively; connect the third end of the five-way valve to the first end of the five-way valve and the fourth end of the five-way valve, respectively; connect the second end of the five-way valve to the fifth end of the five-way valve; connect the first end of the four-way valve to the fourth end of the four-way valve; connect the second end of the four-way valve to the third end of the four-way valve; and connect the first end of the first three-way valve to the second end of the first three-way valve.

17. The valve body assembly according to claim 13 or 14, characterized in that: In the eleventh mode, the valve body assembly is configured to: connect the second end of the second three-way valve with the third end of the second three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the third end of the four-way valve with the second end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

18. The valve body assembly according to claim 13 or 14, characterized in that: In the sixth mode, the valve body assembly is configured to connect the second end of the second three-way valve with the third end of the second three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

19. The valve body assembly according to claim 13 or 14, characterized in that: In the seventh mode, the passenger compartment air-conditioning box is in the closed mode, and the valve body assembly is configured to: connect the second end of the second three-way valve with the third end of the second three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

20. The valve body assembly according to claim 13 or 14, characterized in that: In the eighth mode, the valve body assembly is configured to: connect the second end of the second three-way valve with the third end of the second three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

21. The valve body assembly according to claim 13 or 14, characterized in that: In the tenth mode, the passenger compartment air-conditioning box is in full cooling mode, and the valve body assembly is configured to: connect the second end of the second three-way valve with the third end of the second three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the third end of the first three-way valve.

22. The valve body assembly according to claim 13 or 14, characterized in that: In the twelfth mode, the valve body assembly is configured to: connect the second end of the first three-way valve with the third end of the first three-way valve, connect the second end of the five-way valve with the third end of the five-way valve, connect the fourth end of the five-way valve with the fifth end of the five-way valve, connect the first end of the four-way valve with the second end of the four-way valve, connect the third end of the four-way valve with the fourth end of the four-way valve, and connect the first end of the first three-way valve with the second end of the first three-way valve.

23. A control method, characterized in that: Applied to the valve body assembly according to any one of claims 1 to 12, the method comprises: In the first mode, the first end of the five-way valve is connected to the third end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

24. The method according to claim 23, wherein The method further comprises: In the second mode, the second end of the five-way valve is connected to the fifth end of the five-way valve, the third end of the five-way valve is connected to the fourth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, the second end of the four-way valve is connected to the third end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

25. The method according to claim 23 or 24, characterized in that The method further comprises: In the third mode, the passenger compartment air-conditioning box is in the dehumidification mode, and the first end of the five-way valve is connected to the third end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the third end of the five-way valve is connected to the fourth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, the second end of the four-way valve is connected to the third end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

26. The method according to claim 23 or 24, characterized in that The method further comprises: In the fourth mode, the passenger compartment air-conditioning box is in the heating mode, and the first end of the five-way valve is connected to the third end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the third end of the five-way valve is connected to the fourth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, the second end of the four-way valve is connected to the third end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

27. The method according to claim 23 or 24, characterized in that The method further comprises: In the fifth mode, the passenger compartment air-conditioning box is in the dehumidification mode, and the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

28. The method according to claim 23 or 24, characterized in that The method further comprises: In the sixth mode, the second end of the five-way valve is connected to the third end of the five-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

29. The method according to claim 23 or 24, characterized in that The method further comprises: In the seventh mode, the passenger compartment air-conditioning box is in the closed mode, and the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

30. The method according to claim 23 or 24, characterized in that The method further comprises: In the eighth mode, the first end of the five-way valve is connected to the second end of the five-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

31. The method according to claim 23 or 24, characterized in that The method further comprises: In the ninth mode, the first end of the five-way valve is connected to the fourth end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

32. The method according to claim 23 or 24, characterized in that The method further comprises: In the tenth mode, the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

33. The method according to claim 23 or 24, characterized in that The method further comprises: In the twelfth mode, the first end of the five-way valve is connected to the third end of the five-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

34. A control method, characterized in that: Applied to the valve body assembly according to any one of claims 13 to 22, the method comprises: In the first mode, the first end of the five-way valve is connected to the third end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

35. The method according to claim 34, wherein The method further comprises: In the second mode, the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the third end of the five-way valve is connected to the fourth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, the second end of the four-way valve is connected to the third end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

36. The method according to claim 34 or 35, characterized in that The method further comprises: In the fourth mode, the third end of the second three-way valve is connected to the first end of the second three-way valve and the second end of the second three-way valve, the third end of the five-way valve is connected to the first end of the five-way valve and the fourth end of the five-way valve, the second end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the fourth end of the four-way valve, the second end of the four-way valve is connected to the third end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

37. The method according to claim 34 or 35, characterized in that The method further comprises: In the eleventh mode, the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the third end of the four-way valve is connected to the second end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

38. The method according to claim 34 or 35, characterized in that The method further comprises: In the sixth mode, the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

39. The method according to claim 34 or 35, characterized in that The method further comprises: In the seventh mode, the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

40. The method according to claim 34 or 35, characterized in that The method further comprises: In the eighth mode, the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

41. The method according to claim 34 or 35, characterized in that The method further comprises: In the tenth mode, the passenger compartment air-conditioning box is in full cooling mode, and the second end of the second three-way valve is connected to the third end of the second three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the third end of the first three-way valve.

42. The method according to claim 34 or 35, characterized in that The method further comprises: In the twelfth mode, the second end of the first three-way valve is connected to the third end of the first three-way valve, the second end of the five-way valve is connected to the third end of the five-way valve, the fourth end of the five-way valve is connected to the fifth end of the five-way valve, the first end of the four-way valve is connected to the second end of the four-way valve, the third end of the four-way valve is connected to the fourth end of the four-way valve, and the first end of the first three-way valve is connected to the second end of the first three-way valve.

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