Automobile thermal management system and automobile

Abstract

The application discloses a heat management system of an automobile and the automobile. The heat management system comprises a refrigerant circulation system and a cooling liquid circulation system. The refrigerant circulation system comprises a compressor, a first heat exchanger, a first expansion valve, a second heat exchanger, a third heat exchanger, a second expansion valve and a first flow path switching component. The first heat exchanger has independent and heat-transferring refrigerant channels and electric drive cooling liquid channels; the second heat exchanger has independent and heat-transferring refrigerant channels and passenger cabin cooling liquid channels; and the third heat exchanger has independent and heat-transferring refrigerant channels and battery cooling liquid channels. The cooling liquid circulation system comprises a passenger cabin cooling liquid circulation system and a machine cabin cooling liquid circulation system. The passenger cabin cooling liquid circulation system comprises a first water pump and a cold and hot core. The machine cabin cooling liquid circulation system comprises an electric drive circulation loop, a battery circulation loop and a second flow path switching component. The heat management system is suitable for refrigerants requiring secondary loops, and the number of components of the system is small.

Description

Technical Field

[0001] This invention relates to the field of automotive thermal management technology, and more particularly to a thermal management system for automobiles and an automobile. Background Technology

[0002] With the rapid development of new energy technologies, the requirements for the integrated efficiency of air conditioning thermal management are becoming increasingly stringent, posing greater challenges to air conditioning thermal management technology. Air conditioning thermal management technology primarily needs to address passenger cabin thermal management and battery thermal management issues.

[0003] Passenger cabin thermal management and heating solution:

[0004] Passenger cabin thermal management solutions mainly include water-side high-pressure electric heaters or air-side high-pressure electric heaters, both of which have a heating efficiency of less than 1. To improve heating efficiency, some models add a heat pump function based on the refrigerant circulation loop. However, heat pump technology requires more auxiliary components to the refrigerant loop, resulting in a more complex structure and higher cost. Furthermore, at low temperatures (such as -10°C), due to the characteristics of the refrigerant and the issue of frost formation on the outdoor heat exchanger, it is still necessary to retain the high-pressure electric heating solution.

[0005] In addition, some models can use the heat generated by the stalled motor as the heat source of the heat pump system. However, the heating efficiency of the stalled motor is very low. Furthermore, since permanent magnet synchronous motors cannot achieve the heat generated by the stalled motor, models equipped with permanent magnet synchronous motors cannot use the heat generated by the stalled motor as the heat source of the heat pump system.

[0006] Battery thermal management system solution:

[0007] For pure electric vehicles, a battery heating system is generally installed to avoid the impact of low temperatures on battery charging efficiency and charging time. Common battery heating systems include PTC (Power Transmitter Temperature Controller) inside the battery, and high-voltage electric heaters added to the battery coolant circuit to heat the coolant at low temperatures, with the coolant then passing through a water-cooled plate at the bottom of the battery to complete the heating. However, both of these heating methods have relatively low heating efficiency. Furthermore, the battery heating system and the passenger compartment heating system generally require two sets of auxiliary high-voltage electric heaters, which is not conducive to system cost and vehicle layout.

[0008] Furthermore, the current R134a refrigerant has a GWP (Global Warming Potential) exceeding 1300, which does not meet environmental regulations. As for R290, one of the feasible options, its flammability necessitates a secondary circuit to prevent hazards caused by excessive refrigerant pressure. Additionally, the refrigerant needs to exchange heat with the coolant for passenger cabin cooling, heating, and dehumidification, battery heating and cooling, and motor cooling and waste heat recovery. This requires highly complex water-side multi-pass valves and a complex circuit design, which somewhat restricts the development of this refrigerant.

[0009] Therefore, existing automotive thermal management systems suffer from numerous components, complex circuits, and incompatibility with refrigerants requiring secondary circuits. Summary of the Invention

[0010] The purpose of this invention is to solve the problems of existing automotive thermal management systems, such as the large number of components, complex circuits, and inability to be used with refrigerants that require secondary circuits.

[0011] To address the aforementioned problems, one embodiment of the present invention provides a thermal management system for an automobile, comprising: a refrigerant circulation system, the refrigerant circulation system including a compressor, a first heat exchanger, a first expansion valve, a second heat exchanger, a third heat exchanger, a second expansion valve, and a first flow path switching component; the first heat exchanger having independent refrigerant channels and electric drive coolant channels that are capable of heat transfer; the second heat exchanger having independent refrigerant channels and passenger compartment coolant channels that are capable of heat transfer; and the third heat exchanger having independent refrigerant channels and battery coolant channels that are capable of heat transfer. Specifically, the first end of the refrigerant channel of the first heat exchanger is connected to the first end of both the first and second expansion valves; the second end of the first expansion valve is connected to the first end of the refrigerant channel of the second heat exchanger; the second end of the second expansion valve is connected to the first end of the refrigerant channel of the third heat exchanger; and the first and second expansion valves are arranged in parallel.

[0012] The first flow path switching component is disposed between the second end of the refrigerant passage of the compressor, the second end of the refrigerant passage of the first heat exchanger, the second end of the refrigerant passage of the second heat exchanger, and the second end of the refrigerant passage of the third heat exchanger, so as to selectively connect the second end of the refrigerant passage of the second heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the first heat exchanger in sequence, and to connect the second end of the refrigerant passage of the third heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the first heat exchanger in sequence, so that the first heat exchanger can be used as a condenser, and the second and third heat exchangers can all be used as evaporators.

[0013] Alternatively, the second end of the refrigerant passage of the first heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the second heat exchanger can be connected in sequence, and the second end of the refrigerant passage of the first heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the third heat exchanger can be connected in sequence, so that the first heat exchanger can be used as an evaporator, and the second and third heat exchangers can all be used as condensers.

[0014] The coolant circulation system includes a passenger compartment coolant circulation system, and the passenger compartment coolant passage of the second heat exchanger is connected to the passenger compartment coolant circulation system.

[0015] The cabin coolant circulation system includes an electric drive circulation loop and a battery circulation loop. The first end of the electric drive circulation loop is connected to the first end of the electric drive coolant passage of the first heat exchanger, and the second end of the electric drive circulation loop is connected to the second end of the electric drive coolant passage of the first heat exchanger. The first end of the battery circulation loop is connected to the first end of the battery coolant passage of the third heat exchanger, and the second end of the battery circulation loop is connected to the second end of the battery coolant passage of the third heat exchanger.

[0016] By adopting the above technical solution, in this refrigerant circulation system, the refrigerant can flow through the parallel circuits of the first expansion valve and the second heat exchanger, and the circuit of the second expansion valve and the third heat exchanger, respectively. This allows the flammable and environmentally friendly refrigerant to exchange heat through two parallel circuits, preventing combustion and potential hazards caused by excessive refrigerant charge or leakage into the passenger compartment. Therefore, this vehicle's thermal management system has the advantage of being suitable for refrigerants requiring secondary circuits.

[0017] Furthermore, the refrigerant circulation system exchanges heat with the passenger compartment coolant circulation system, the electric drive circulation loop, and the battery circulation loop through the first, second, and third heat exchangers. When the ambient temperature is high, the first heat exchanger acts as a condenser to release heat, while the second and third heat exchangers act as evaporators to absorb heat. In this case, the passenger compartment coolant cooled by the second heat exchanger can be transported to the passenger compartment coolant circulation system to absorb heat from the passenger compartment, thus cooling the passenger compartment. The battery coolant cooled by the third heat exchanger can be transported to the battery circulation loop to cool the battery, thereby preventing high temperatures from affecting battery performance. The electric drive coolant heated by the first heat exchanger can be transported to the electric drive circulation loop, where it transfers heat to the external environment. When the ambient temperature is low, the first heat exchanger acts as an evaporator to absorb heat, while the second and third heat exchangers both act as condensers to release heat. The passenger compartment coolant heated by the second heat exchanger can be delivered to the passenger compartment coolant circulation system and release heat to the passenger compartment for heating. The battery coolant heated by the third heat exchanger can be delivered to the battery circulation loop to heat the battery, thus preventing low temperatures from affecting battery performance. The electric drive coolant cooled by the first heat exchanger can be delivered to the electric drive circulation loop to absorb waste heat from the electric drive and ambient heat, thereby fully utilizing the energy in the thermal management system and improving its energy efficiency. Therefore, this vehicle's thermal management system, by controlling the refrigerant flow, can achieve cooling or heating of the passenger compartment and battery through heat exchangers, eliminating the need for additional components such as electric heaters on the passenger compartment and battery sides. This significantly reduces the number of components in the vehicle's thermal management system and greatly reduces the complexity of the circuit.

[0018] Furthermore, this thermal management system generates heat through the refrigerant's self-circulation process, eliminating the need for high-speed rotating components like motors, thus resulting in higher reliability of the refrigerant circulation system. Simultaneously, its heating efficiency is also higher than that of a stalled motor.

[0019] According to another specific embodiment of the present invention, the present invention discloses a thermal management system for automobiles, wherein the passenger compartment coolant circulation system includes a first water pump and a hot and cold core; the output end of the first water pump is connected to the input end of the hot and cold core, the output end of the hot and cold core is connected to the input end of the passenger compartment coolant passage of a second heat exchanger, and the output end of the passenger compartment coolant passage of the second heat exchanger is connected to the input end of the first water pump.

[0020] Using the above technical solution, when the ambient temperature is high, the first water pump delivers the passenger compartment coolant, cooled by heat exchange in the second heat exchanger, to the passenger compartment's hot and cold cores (acting as the cold core) for cooling. When the ambient temperature is low, the first water pump can deliver the passenger compartment coolant, heated by heat exchange in the second heat exchanger, to the passenger compartment's hot and cold cores (acting as the hot core) for heating. In this passenger compartment coolant circulation system, the first water pump drives the passenger compartment coolant to flow through the system, increasing the flow rate and thus improving the passenger compartment's heat exchange efficiency. The hot and cold cores can absorb more heat from the passenger compartment or release more heat into the passenger compartment, thereby enhancing the passenger compartment's heat exchange effect.

[0021] According to another specific embodiment of the present invention, the present invention discloses a thermal management system for automobiles. The engine compartment coolant circulation system further includes a second flow path switching component. The second flow path switching component is disposed between the electric drive circulation loop and the battery circulation loop to selectively configure the electric drive circulation loop and the battery circulation loop in an independent manner, or to configure the electric drive circulation loop and the battery circulation loop in series.

[0022] When the electric drive circulation loop and the battery circulation loop are set up independently, the refrigerant circulation system can exchange heat with the electric drive circulation loop through the heat exchange between the electric drive coolant and refrigerant in the first heat exchanger. Similarly, the refrigerant circulation system can exchange heat with the battery circulation loop through the heat exchange between the battery coolant and refrigerant in the third heat exchanger. When the electric drive circulation loop and the battery circulation loop are set up in series, the first and third heat exchangers are connected in series, allowing coolant to flow from the third heat exchanger to the first heat exchanger. In extremely cold weather, this transfers heat released by the third heat exchanger (used as a condenser) to the first heat exchanger, and through the heat exchange between the coolant and refrigerant in the first heat exchanger, heat is transferred to the refrigerant circulation system, maintaining its self-circulating operation at low temperatures. Simultaneously, since the refrigerant passage in the first heat exchanger is connected to the refrigerant passage in the second heat exchanger, the refrigerant in the first heat exchanger also flows through the refrigerant passage in the second heat exchanger. Through heat exchange between the refrigerant and the passenger compartment coolant in the second heat exchanger, excess heat in the refrigerant circulation system is transferred to the passenger compartment coolant circulation system and released into the passenger compartment for heating. This eliminates the need for an air-assisted electric heater in the passenger compartment or a high-pressure water heater on the coolant side in traditional thermal management systems, significantly reducing the number of components in the vehicle's thermal management system and greatly reducing circuit complexity. Furthermore, when the electric drive circulation loop and the battery circulation loop are connected in series, waste heat from the electric drive can be used to heat the battery, and heat from the battery can be released to the external environment through the electric drive circulation loop.

[0023] According to another specific embodiment of the present invention, a thermal management system for an automobile is disclosed, wherein a first flow path switching component is configured as a first four-way valve. The first four-way valve has a first interface, a second interface, a third interface, and a fourth interface. The first interface is connected to the second end of the compressor, the second interface is connected to the second end of the refrigerant passage of the second heat exchanger and the second end of the refrigerant passage of the third heat exchanger, the third interface is connected to the first end of the compressor, and the fourth interface is connected to the second end of the refrigerant passage of the first heat exchanger.

[0024] When the first port and the fourth port of the first four-way valve are connected, and the second port and the third port are connected, the second end of the refrigerant passage of the second heat exchanger, the second port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the fourth port of the first four-way valve, the second end of the refrigerant passage of the first heat exchanger, the first end of the refrigerant passage of the first heat exchanger, the first expansion valve, and the first end of the refrigerant passage of the second heat exchanger can be connected in sequence to form a first refrigerant circulation loop; and the second end of the refrigerant passage of the third heat exchanger, the second port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the fourth port of the first four-way valve, the second end of the refrigerant passage of the first heat exchanger, the first end of the refrigerant passage of the first heat exchanger, the second expansion valve, and the first end of the refrigerant passage of the third heat exchanger can be connected in sequence to form a second refrigerant circulation loop.

[0025] When the first port of the first four-way valve is connected to the second port, and the third port is connected to the fourth port, the second end of the refrigerant passage of the first heat exchanger, the fourth port and the third port of the first four-way valve, the first end and the second end of the compressor, the first port and the second port of the first four-way valve, the second end of the refrigerant passage of the second heat exchanger, the first end of the refrigerant passage of the second heat exchanger, the first expansion valve, and the first end of the refrigerant passage of the first heat exchanger can be connected in sequence to form a third refrigerant circulation loop; and the second end of the refrigerant passage of the first heat exchanger, the fourth port and the third port of the first four-way valve, the first end and the second end of the compressor, the first port and the second port of the first four-way valve, the second end of the refrigerant passage of the third heat exchanger, the second expansion valve, and the first end of the refrigerant passage of the first heat exchanger can be connected in sequence to form a fourth refrigerant circulation loop.

[0026] Using the above technical solution, when the first and fourth ports of the first four-way valve are connected, and the second and third ports are connected, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor passes through the first and fourth ports of the first four-way valve and flows into the refrigerant channel of the first heat exchanger, transferring heat to the electric drive coolant in the first heat exchanger. This allows the first heat exchanger to function as a condenser, releasing heat to the cabin coolant circulation system. The refrigerant flowing out of the refrigerant channel of the first heat exchanger becomes a low-temperature, high-pressure liquid. A portion of the refrigerant then passes through the first expansion valve, becoming a low-temperature, low-pressure liquid refrigerant, and flows into the refrigerant channel of the second heat exchanger, absorbing heat from the passenger cabin coolant. This allows the second heat exchanger to function as an evaporator, absorbing heat from the passenger cabin. Another portion of the refrigerant passes through the second expansion valve, becoming a low-temperature, low-pressure liquid refrigerant, and then flows into the refrigerant channel of the third heat exchanger, absorbing heat from the battery coolant. This allows the third heat exchanger to function as an evaporator, absorbing heat from the battery. The refrigerant flowing out of the refrigerant passage in the second heat exchanger and the refrigerant flowing out of the refrigerant passage in the third heat exchanger become high-temperature, low-pressure liquid. They then flow into the compressor through the second and third ports of the first four-way valve and are transformed into high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0027] When the first port of the first four-way valve is connected to the second port, and the third port is connected to the fourth port, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor flows into the refrigerant channel of the second heat exchanger through the first and second ports of the first four-way valve. It transfers heat to the passenger compartment coolant in the second heat exchanger, allowing the second heat exchanger to act as a condenser and release heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve, it becomes a low-temperature, low-pressure liquid refrigerant. Another portion of the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor flows into the refrigerant channel of the third heat exchanger, transferring heat to the battery coolant in the third heat exchanger. This allows the third heat exchanger to act as a condenser and release heat into the battery. The refrigerant flowing out of the refrigerant channel of the third heat exchanger becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve, it becomes a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant flowing from the first and second expansion valves then flows into the refrigerant channel within the first heat exchanger, allowing the first heat exchanger to function as an evaporator, absorbing waste heat from the electric drive and heat from the environment through the cabin coolant circulation system. The refrigerant flowing out of the refrigerant channel of the first heat exchanger becomes a high-temperature, low-pressure liquid, and then flows into the compressor through the fourth and third ports of the first four-way valve. After passing through the compressor, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0028] Therefore, the vehicle's thermal management system, by incorporating a first four-way valve in the refrigerant circulation system, can switch the flow direction of the refrigerant through the reversal of this valve. When the ambient temperature is high, the first heat exchanger functions as a condenser to release heat, while the second and third heat exchangers function as evaporators to absorb heat. When the ambient temperature is low, the first heat exchanger functions as an evaporator to absorb heat, while the second and third heat exchangers function as condensers to release heat. In other words, the cooling or heating functions of the first, second, and third heat exchangers can be changed simply by switching the first four-way valve, eliminating the need for additional components such as electric heaters in the passenger compartment and on the battery side. This significantly reduces the number of components in the vehicle's thermal management system and greatly reduces the complexity of the circuit. Furthermore, the vehicle's thermal management system can fully utilize waste heat from the electric drive and the cooled liquid heated by the heat pump to heat the battery, thus offering advantages in high energy utilization and high heating efficiency.

[0029] According to another specific embodiment of the present invention, the present invention discloses a thermal management system for automobiles, wherein the electric drive circulation loop includes an electric drive coolant flow path and a heat dissipation flow path, the electric drive coolant flow path includes an electric drive assembly and a second water pump connected in series, and the heat dissipation flow path includes a radiator.

[0030] The electric drive circulation loop also includes a third flow path switching component, which is disposed between the electric drive coolant flow path and the heat dissipation flow path to selectively connect the electric drive coolant flow path independently to bypass the heat dissipation flow path, or to arrange the electric drive coolant flow path and the heat dissipation flow path in series. The first end of the electric drive coolant flow path constitutes the first end of the electric drive circulation loop, and the second end of the electric drive coolant flow path constitutes the second end of the electric drive circulation loop.

[0031] Using the above technical solution, when the waste heat from the electric drive assembly is sufficient to heat the refrigerant circulation system, the electric drive coolant flow path is independently connected and bypasses the heat dissipation flow path. The electric drive coolant flows through the electric drive coolant channel of the first heat exchanger and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger, and is transferred to the refrigerant circulation system to recover the waste heat from the electric drive assembly, thereby improving the energy utilization rate of the thermal management system. When the waste heat from the electric drive assembly is insufficient to heat the refrigerant circulation system, the electric drive coolant flow path and the heat dissipation flow path are arranged in series, so that the electric drive circulation loop transfers the heat absorbed from the external environment through the low-temperature radiator and the waste heat from the electric drive assembly to the electric drive coolant of the first heat exchanger, and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger, and is transferred to the refrigerant circulation system to meet the heating requirements of the refrigerant circulation system. At the same time, the low-temperature radiator in the heat dissipation flow path can also absorb heat from the electric drive coolant of the first heat exchanger, and transfer the heat in the refrigerant circulation system to the external environment through the heat exchange between the refrigerant of the first heat exchanger and the electric drive coolant. Therefore, the electric drive circulation loop of the vehicle's thermal management system only needs to be equipped with a third flow path switching component, which allows the electric drive circulation loop to exchange heat with the refrigerant circulation system according to its heat demand, thus making the overall structure of the electric drive circulation loop simpler.

[0032] According to another specific embodiment of the present invention, a thermal management system for an automobile is disclosed, wherein the electric drive circulation loop further includes a hot core flow path, and the hot core flow path includes a hot core. The hot core is disposed between the electric drive assembly and the third flow path switching component, such that the third flow path switching component can selectively arrange the electric drive coolant flow path and the hot core flow path in series.

[0033] When the electric drive coolant flow path and the hot core flow path are connected in series using the above technical solution, the hot core can absorb the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger, and release it into the passenger compartment to raise the temperature of the passenger compartment, thereby achieving the dehumidification function of the passenger compartment. Furthermore, since the hot core flow path and the heat dissipation flow path are connected in parallel, the ratio of electric drive coolant flowing into the heat dissipation flow path and the hot core flow path can be adjusted according to actual needs by regulating the third flow path switching component. This allows the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger to be distributed proportionally to the hot core and the radiator. By controlling the heat absorbed by the hot core from the electric drive coolant, the heat released by the hot core into the passenger compartment can be adjusted, thereby adjusting the dehumidification capacity of the passenger compartment.

[0034] According to another specific embodiment of the present invention, a thermal management system for an automobile is disclosed. The battery circulation loop includes a battery and a third water pump connected in series. A second end of the third water pump is connected to a first end of the battery coolant passage of a third heat exchanger. The second end of the battery coolant passage of the third heat exchanger is also connected to a first end of the battery coolant passage. The second end of the battery coolant passage is connected to the first end of the third water pump via a second flow path switching component, selectively connecting the second end of the battery coolant passage to the first end of the third water pump, thus enabling the electric drive circulation loop and the battery circulation loop to be configured independently. Alternatively, the second end of the battery coolant passage can be connected to the first end of a second water pump via the second flow path switching component, selectively connecting the second end of the battery coolant passage to the first end of the second water pump, thus enabling the electric drive circulation loop and the battery circulation loop to be configured in series.

[0035] When the electric drive circulation loop and the battery circulation loop are set up independently, the battery circulation loop only exchanges heat with the third heat exchanger, meaning the third heat exchanger can cool or heat the battery. When the electric drive circulation loop and the battery circulation loop are set up in series, some of the heat in the third heat exchanger of the battery circulation loop can be transferred to the second water pump through both the battery circulation loop and the electric drive circulation loop, thus preventing the second water pump from frosting and shutting down in extreme low-temperature weather. Simultaneously, the series connection of the electric drive circulation loop and the battery circulation loop also allows the battery to release heat to the external environment through the radiator, thereby reducing the cooling requirements of the refrigerant circulation system while ensuring battery cooling efficiency.

[0036] According to another specific embodiment of the present invention, a thermal management system for an automobile is disclosed, wherein the second flow path switching component is configured as a second four-way valve. The second four-way valve has a first opening, a second opening, a third opening, and a fourth opening. The first opening is connected to the third flow path switching component, the second opening is connected to the first end of the second water pump, the third opening is connected to the second end of the battery coolant passage, and the fourth opening is connected to the first end of the third water pump.

[0037] When the first opening of the second four-way valve is connected to the second opening, and the third opening is connected to the fourth opening, the electric drive circulation loop and the battery circulation loop are set up independently of each other.

[0038] When the first opening of the second four-way valve is connected to the fourth opening, and the third opening is connected to the second opening, the electric drive circulation loop and the battery circulation loop are set in series.

[0039] By adopting the above technical solution, the second flow path switching component is set as a second four-way valve, which, together with the first four-way valve, allows the vehicle's thermal management system to unify the battery thermal management system and the passenger compartment thermal management system through simple valve body settings. Cooling and heating of the passenger compartment and battery can be completed through simple valve body flow path switching, thus simplifying the overall circuit of the thermal management system.

[0040] According to another specific embodiment of the present invention, a thermal management system for an automobile is disclosed, wherein the third flow path switching component is configured as a four-way proportional valve. The four-way proportional valve has a first connection port, a second connection port, a third connection port, and a fourth connection port. The first connection port is connected to the second end of the radiator, the second connection port is connected to the second end of the heat exchanger core, the third connection port is connected to the second end of the electric drive assembly, and the fourth connection port is connected to the first opening of the second four-way valve. The first end of the electric drive assembly is connected to the first end of the electric drive coolant passage of the first heat exchanger, the first end of the radiator is connected to the second end of the electric drive assembly, and the first end of the heat exchanger core is connected to the second end of the electric drive assembly.

[0041] When the first and fourth ports of the four-way proportional valve are connected, the electric drive coolant flow path and the heat dissipation flow path are set in series.

[0042] When the first and second ports of the four-way proportional valve are connected to the fourth port in proportion, the electric drive coolant flow path is set in series with the heat dissipation flow path and the hot core flow path in proportion.

[0043] When the third and fourth ports of the four-way proportional valve are connected, the electric drive coolant flow path is independently connected and bypasses the heat dissipation flow path and the hot core flow path.

[0044] When the first and third ports of the four-way proportional valve are connected to the fourth port in proportion, the electric drive coolant flow path is proportionally partially and independently connected and bypasses the heat dissipation flow path and the hot core flow path, while the other part is set in series with the heat dissipation flow path.

[0045] By adopting the above technical solution, the third flow path switching component is set as a four-way proportional valve. This allows the vehicle's thermal management system to distribute heat exchange between the first heat exchanger, the third heat exchanger, the low-temperature radiator, the electric drive assembly, and the heat core according to heat demand through a simple valve body setting. This simplifies the overall structure of the electric drive circulation loop and enhances its robustness. Furthermore, by adjusting the opening of different connections of the four-way proportional valve, the flow rate of the electric drive coolant through the radiator, the heat core, and the third connection of the four-way proportional valve can be controlled. This, in turn, controls the heat transfer between the first heat exchanger, the third heat exchanger, the low-temperature radiator, the electric drive assembly, and the heat core. Thus, with a simple valve body setting, heat distribution within the electric drive circulation loop and the battery circulation loop can be achieved, further simplifying the overall structure of the vehicle's thermal management system.

[0046] According to another specific embodiment of the present invention, the present invention discloses a thermal management system for automobiles. The electric drive assembly includes a charging unit and an electric drive component. The first end of the charging unit is connected to the first end of the electric drive coolant channel of the first heat exchanger, and the second end of the charging unit is connected to the first end of the electric drive component. The second end of the electric drive component is connected to the third connection port of the four-way proportional valve, the first end of the radiator, and the first end of the heat core, respectively.

[0047] Using the above technical solution, both the charging unit and the electric drive components can generate heat, thereby forming waste heat from the electric drive.

[0048] One embodiment of the present invention also provides a vehicle including any of the above-described vehicle thermal management systems.

[0049] By adopting the above technical solution, the environmentally friendly refrigerant, which is flammable, can exchange heat through two parallel circuits in the vehicle's thermal management system. This avoids the risk of combustion due to excessive refrigerant charge or leakage into the passenger compartment. Therefore, this vehicle's thermal management system has the advantage of being suitable for refrigerants requiring a secondary circuit. Furthermore, by controlling the refrigerant flow, the thermal management system can complete the cooling or heating of the passenger compartment and battery through heat exchange via heat exchangers, eliminating the need for additional components such as electric heaters on the passenger compartment and battery sides. This significantly reduces the number of components in the vehicle's thermal management system and greatly reduces the complexity of the circuits. In addition, the vehicle's thermal management system generates heat through the refrigerant's self-circulation process, eliminating the need for high-speed rotating components such as motors, thus resulting in higher reliability of the refrigerant circulation system. Simultaneously, the heating efficiency is higher than that of a stalled motor. Moreover, the distribution of heat and cold in the vehicle's thermal management system's coolant circulation system is achieved by controlling simple valves; therefore, the vehicle's thermal management system also has the advantage of a simple overall structure.

[0050] The beneficial effects of this invention are:

[0051] In the refrigerant circulation system of the automotive thermal management system provided by this invention, the refrigerant can flow through parallel circuits of a first expansion valve and a second heat exchanger, and a circuit of a second expansion valve and a third heat exchanger. This allows flammable and environmentally friendly refrigerants, such as R290, to exchange heat through two parallel circuits, preventing combustion and potential hazards caused by excessive refrigerant charge or leakage into the passenger compartment. Therefore, this automotive thermal management system has the advantage of being suitable for refrigerants requiring secondary circuits.

[0052] Furthermore, the refrigerant circulation system can exchange heat with the passenger compartment coolant circulation system, the electric drive circulation loop, and the battery circulation loop through the first, second, and third heat exchangers. When the ambient temperature is high, the first heat exchanger acts as a condenser to release heat, while the second and third heat exchangers both act as evaporators to absorb heat. The first water pump delivers the passenger compartment coolant, cooled by the second heat exchanger, to the passenger compartment's hot and cold core (which acts as the cold core) for cooling. The third water pump delivers the battery coolant, cooled by the third heat exchanger, to the battery circulation loop for cooling, thus preventing high temperatures from affecting battery performance. The second water pump delivers the electric drive coolant, heated by the first heat exchanger, to the electric drive circulation loop, where it transfers heat to the ambient environment. When the ambient temperature is low, the first heat exchanger acts as an evaporator to absorb heat, while the second and third heat exchangers both act as condensers to release heat. The first water pump delivers the passenger compartment coolant, heated by the second heat exchanger, to the passenger compartment's hot and cold cores (acting as the hot core) for heating. The third water pump delivers the battery coolant, heated by the third heat exchanger, to the battery circulation loop to heat the battery and prevent low temperatures from affecting battery performance. The second water pump delivers the electric drive coolant, cooled by the first heat exchanger, to the electric drive circulation loop to absorb waste heat from the electric drive and ambient heat, thus fully utilizing the energy in the thermal management system and improving its energy efficiency. Therefore, this vehicle's thermal management system, by controlling the refrigerant flow, can achieve cooling or heating of the passenger compartment and battery through heat exchangers, eliminating the need for additional components such as electric heaters on the passenger compartment and battery sides. This significantly reduces the number of components in the vehicle's thermal management system and greatly reduces the complexity of the circuit.

[0053] Furthermore, this thermal management system generates heat through the refrigerant's self-circulation process, eliminating the need for high-speed rotating components like motors, thus resulting in higher reliability of the refrigerant circulation system. Simultaneously, its heating efficiency is higher than that of a stalled motor. Moreover, the distribution of heat and cold in the coolant circulation system of the automotive thermal management system is achieved through the control of simple valves; therefore, this automotive thermal management system also boasts the advantage of a simple overall structure.

[0054] Other features and corresponding beneficial effects of the present invention will be described in the latter part of the specification, and it should be understood that at least some of the beneficial effects will become obvious from the description in the specification. Attached Figure Description

[0055] Figure 1 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in a first operating mode;

[0056] Figure 2A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in a second operating mode;

[0057] Figure 3 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the third operating mode;

[0058] Figure 4 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the fourth operating mode;

[0059] Figure 5 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the fifth working mode;

[0060] Figure 6 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the sixth working mode;

[0061] Figure 7 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the seventh operating mode;

[0062] Figure 8 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the eighth working mode;

[0063] Figure 9 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the ninth working mode;

[0064] Figure 10 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the tenth operating mode;

[0065] Figure 11 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the eleventh working mode;

[0066] Figure 12 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the twelfth operating mode;

[0067] Figure 13 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention under the thirteenth operating mode;

[0068] Figure 14 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in its fourteenth operating mode;

[0069] Figure 15A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the fifteenth operating mode;

[0070] Figure 16 A schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention in the sixteenth operating mode;

[0071] Figure 17 This is a schematic diagram of the automotive thermal management system provided in Embodiment 1 of the present invention under the seventeenth operating mode.

[0072] Explanation of reference numerals in the attached figures:

[0073] 10: Refrigerant circulation system;

[0074] 110: Compressor;

[0075] 120: First heat exchanger;

[0076] 130: First expansion valve;

[0077] 140: Second heat exchanger;

[0078] 150: Third heat exchanger;

[0079] 160: Second expansion valve;

[0080] 170: First four-way valve; 1a: First port; 2a: Second port; 3a: Third port; 4a: Fourth port;

[0081] 20: Passenger cabin coolant circulation system; 210: First water pump; 220: Heating and cooling core;

[0082] 30: Cabin coolant circulation system;

[0083] 310: Electric drive circulation loop;

[0084] 311: Electric drive coolant flow path; 3111: Electric drive assembly; 3111a: Charging unit; 3111b: Electric drive component; 3112: Second water pump;

[0085] 312: Heat dissipation path; 3121: Heat sink;

[0086] 313: Thermal core flow path; 3131: Thermal core;

[0087] 314: Four-way proportional valve; 1b: First connection port; 2b: Second connection port; 3b: Third connection port; 4b: Fourth connection port;

[0088] 320: Battery circulation loop;

[0089] 321: Battery;

[0090] 322: Third water pump;

[0091] 330: Second four-way valve; 1c: First opening; 2c: Second opening; 3c: Third opening; 4c: Fourth opening. Detailed Implementation

[0092] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0093] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0094] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of the invention is usually placed in during use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0095] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0096] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0097] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0098] Example 1

[0099] This embodiment provides a thermal management system for automobiles, such as... Figures 1-17 As shown, it includes: a refrigerant circulation system 10 and a coolant circulation system.

[0100] The refrigerant circulation system 10 includes a compressor 110, a first heat exchanger 120, a first expansion valve 130, a second heat exchanger 140, a third heat exchanger 150, a second expansion valve 160, and a first flow path switching component.

[0101] The first heat exchanger 120 has independent refrigerant passages and electric drive coolant passages that are capable of heat transfer. The second heat exchanger 140 has independent refrigerant passages and passenger compartment coolant passages that are capable of heat transfer. The third heat exchanger 150 has independent refrigerant passages and battery coolant passages that are capable of heat transfer. The first end of the refrigerant passage of the first heat exchanger 120 is connected to the first end of the first expansion valve 130 and the first end of the second expansion valve 160. The second end of the first expansion valve 130 is connected to the first end of the refrigerant passage of the second heat exchanger 140, and the second end of the second expansion valve 160 is connected to the first end of the refrigerant passage of the third heat exchanger 150. The first expansion valve 130 and the second expansion valve 160 are arranged in parallel.

[0102] The first flow path switching component is disposed between the second end of the refrigerant passage of the compressor 110, the second end of the refrigerant passage of the first heat exchanger 120, the second end of the refrigerant passage of the second heat exchanger 140, and the second end of the refrigerant passage of the third heat exchanger 150, so as to selectively connect the second end of the refrigerant passage of the second heat exchanger 140, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant passage of the first heat exchanger 120 in sequence, and connect the second end of the refrigerant passage of the third heat exchanger 150, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant passage of the first heat exchanger 120 in sequence, so that the first heat exchanger 120 can be used as a condenser, and the second heat exchanger 140 and the third heat exchanger 150 can all be used as evaporators.

[0103] Alternatively, the second end of the refrigerant passage of the first heat exchanger 120, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant passage of the second heat exchanger 140 can be connected in sequence, and the second end of the refrigerant passage of the first heat exchanger 120, the first end of the compressor 110, the second end of the compressor 110, and the second end of the refrigerant passage of the third heat exchanger 150 can be connected in sequence, so that the first heat exchanger 120 can be used as an evaporator, and the second heat exchanger 140 and the third heat exchanger 150 can all be used as condensers.

[0104] Additionally, the coolant circulation system includes a passenger compartment coolant circulation system 20 and a cabin coolant circulation system 30, with the passenger compartment coolant passage of the second heat exchanger 140 connected to the passenger compartment coolant circulation system 20. Specifically, the passenger compartment coolant circulation system 20 may include a radiator, and the passenger compartment coolant passage of the second heat exchanger 140 is connected to the radiator. The radiator can dissipate heat from the passenger compartment coolant in the second heat exchanger 140 to achieve a heating effect for the passenger compartment; or it can allow the passenger compartment coolant in the second heat exchanger 140 to absorb heat from the passenger compartment through the radiator to achieve a cooling effect for the passenger compartment. The passenger compartment coolant circulation system 20 may also include a first water pump 210 and a hot / cold core 220. The output end of the first water pump 210 is connected to the input end of the hot / cold core 220, the output end of the hot / cold core 220 is connected to the input end of the passenger compartment coolant passage of the second heat exchanger 140, and the output end of the passenger compartment coolant passage of the second heat exchanger 140 is connected to the input end of the first water pump 210. The first water pump 210 pumps passenger compartment coolant from the second heat exchanger 140 into the hot-cold core 220. When the hot-cold core 220 acts as a cold core, it allows the passenger compartment coolant to absorb heat from the passenger compartment, thus achieving a cooling effect. When it acts as a hot core, it releases heat from the passenger compartment coolant into the passenger compartment, thus achieving a heating effect. Because the first water pump 210 drives the passenger compartment coolant from the second heat exchanger 140 into the hot-cold core 220, it increases the flow rate of the passenger compartment coolant, thereby improving the heat exchange efficiency of the passenger compartment. The hot-cold core 220 can absorb more heat from the passenger compartment or release more heat into the passenger compartment, thereby improving the heat exchange effect of the passenger compartment. Therefore, the passenger compartment coolant circulation system 20 in this embodiment preferably includes the first water pump 210 and the hot-cold core 220.

[0105] The cabin coolant circulation system 30 includes an electric drive circulation loop 310, a battery circulation loop 320, and a second flow path switching component. The first end of the electric drive circulation loop 310 is connected to the first end of the electric drive coolant passage of the first heat exchanger 120, and the second end of the electric drive circulation loop 310 is connected to the second end of the electric drive coolant passage of the first heat exchanger 120. The first end of the battery circulation loop 320 is connected to the first end of the battery coolant passage of the third heat exchanger 150, and the second end of the battery circulation loop 320 is connected to the second end of the battery coolant passage of the third heat exchanger 150.

[0106] Specifically, the various components in the refrigerant circulation system 10 and the coolant circulation system are connected by pipelines, and the inlet and outlet of each pipeline are connected to the inlet and outlet of each component by pipe joints.

[0107] More specifically, the first heat exchanger 120, the second heat exchanger 140, and the third heat exchanger 150 are all bidirectional heat exchangers, so that by adjusting the flow direction of the refrigerant, the first heat exchanger 120 can be used as a condenser, and the second heat exchanger 140 and the third heat exchanger 150 can be used as evaporators, or the first heat exchanger 120 can be used as an evaporator, and the second heat exchanger 140 and the third heat exchanger 150 can be used as condensers. Furthermore, the first heat exchanger 120, the second heat exchanger 140, and the third heat exchanger 150 can be respectively configured as plate heat exchangers, tube heat exchangers, or other types of heat exchangers.

[0108] More specifically, the first flow path switching component can be a structure such as an electromagnetic reversing valve or a ball valve with at least four openings, so as to adjust the flow direction of the refrigerant by switching different paths.

[0109] It should be noted that in this refrigerant circulation system 10, the refrigerant can flow through the parallel circuits of the first expansion valve 130 and the second heat exchanger 140, and the second expansion valve 160 and the third heat exchanger 150, respectively. This allows flammable and environmentally friendly refrigerants, such as R290, to exchange heat through two parallel circuits, preventing combustion and potential hazards caused by excessive refrigerant charge or leakage into the passenger compartment. Therefore, this vehicle's thermal management system has the advantage of being suitable for refrigerants requiring secondary circuits.

[0110] Furthermore, the refrigerant circulation system 10 can exchange heat with the passenger compartment coolant circulation system 20, the electric drive circulation loop 310, and the battery circulation loop 320 through the first heat exchanger 120, the second heat exchanger 140, and the third heat exchanger 150. When the ambient temperature is high, the first heat exchanger 120 is used as a condenser to release heat, and the second heat exchanger 140 and the third heat exchanger 150 are both used as evaporators to absorb heat. The first water pump 210 can deliver the passenger compartment coolant cooled by the second heat exchanger 140 to the passenger compartment's hot and cold core 220 (which acts as the cold core at this time) to cool the passenger compartment. The battery coolant cooled by the third heat exchanger 150 can be delivered to the battery circulation loop 320 to cool the battery 321, thereby preventing the performance of the battery 321 from being affected by high temperature. The electric drive coolant heated by the first heat exchanger 120 can be delivered to the electric drive circulation loop 310, and the heat is transferred to the ambient environment through the electric drive circulation loop 310. When the ambient temperature is low, the first heat exchanger 120 acts as an evaporator to absorb heat, while the second and third heat exchangers 140 and 150 both act as condensers to release heat. The first water pump 210 can deliver the passenger compartment coolant, heated by the second heat exchanger 140, to the passenger compartment's hot / cold core 220 (which acts as the hot core) for heating the passenger compartment. The battery coolant, heated by the third heat exchanger 150, can be delivered to the battery circulation loop 320 to heat the battery 321, thus preventing the battery 321's performance from being affected by low temperatures. The electric drive coolant, cooled by the first heat exchanger 120, can be delivered to the electric drive circulation loop 310 to absorb waste heat from the electric drive and ambient heat, thereby fully utilizing the energy in the thermal management system and improving its energy efficiency. Therefore, the vehicle's thermal management system can cool or heat the passenger compartment and battery 321 by controlling the flow of refrigerant through heat exchanger, without the need to add electric heaters or other components to the passenger compartment and battery 321 side, thus greatly reducing the number of parts in the vehicle's thermal management system and significantly reducing the complexity of the circuit.

[0111] Furthermore, this thermal management system generates heat through the refrigerant's self-circulation process, eliminating the need for high-speed rotating components such as motors, thus enhancing the reliability of the refrigerant circulation system 10. Simultaneously, its heating efficiency is higher than that of a stalled motor.

[0112] exist Figures 1-17In the illustrated automotive thermal management system, the engine compartment coolant circulation system 30 may optionally include a second flow path switching component. This component is positioned between the electric drive circulation loop 310 and the battery circulation loop 320 to selectively configure the electric drive circulation loop 310 and the battery circulation loop 320 independently or in series. Furthermore, the second flow path switching component can be a solenoid valve, ball valve, or similar structure with at least four openings, allowing the electric drive circulation loop 310 and the battery circulation loop 320 to be configured independently or in series by switching different paths.

[0113] Specifically, when the electric drive circulation loop 310 and the battery circulation loop 320 are arranged independently, the refrigerant circulation system 10 can exchange heat with the electric drive circulation loop 310 through the heat exchange between the electric drive coolant and the refrigerant in the first heat exchanger 120. The refrigerant circulation system 10 can exchange heat with the battery circulation loop 320 through the heat exchange between the battery coolant and the refrigerant in the third heat exchanger 150. When the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in series, the first heat exchanger 120 and the third heat exchanger 150 are connected in series, allowing coolant to flow from the third heat exchanger 150 to the first heat exchanger 120. In extremely cold weather, this transfers the heat released by the third heat exchanger 150 as a condenser to the first heat exchanger 120, and through the heat exchange between the coolant and the refrigerant in the first heat exchanger 120, heat is transferred to the refrigerant circulation system 10 to maintain its self-circulating operation at low temperatures. Meanwhile, since the refrigerant passage in the first heat exchanger 120 is connected to the refrigerant passage in the second heat exchanger 140, the refrigerant in the first heat exchanger 120 also flows through the refrigerant passage in the second heat exchanger 140. Through heat exchange between the passenger compartment coolant and the refrigerant in the second heat exchanger 140, excess heat in the refrigerant circulation system 10 is transferred to the passenger compartment coolant circulation system 20 and released into the passenger compartment for heating. This eliminates the need for an air-assisted electric heater in the passenger compartment or a high-pressure water heater on the coolant side in traditional thermal management systems, significantly reducing the number of components in the vehicle's thermal management system and greatly reducing the complexity of the circuit. Furthermore, when the electric drive circulation loop 310 is connected in series with the battery circulation loop 320, the waste heat from the electric drive can be used to heat the battery 321, and the heat from the battery 321 can also be released to the external environment through the electric drive circulation loop 310.

[0114] exist Figures 1-17In the illustrated automotive thermal management system, optionally, the first flow path switching component is configured as a first four-way valve 170. The first four-way valve 170 has a first port 1a, a second port 2a, a third port 3a, and a fourth port 4a. The first port 1a is connected to the second end of the compressor 110, the second port 2a is connected to the second end of the refrigerant passage of the second heat exchanger 140 and the second end of the refrigerant passage of the third heat exchanger 150, the third port 3a is connected to the first end of the compressor 110, and the fourth port 4a is connected to the second end of the refrigerant passage of the first heat exchanger 120.

[0115] When the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, and the second port 2a and the third port 3a are connected, the second end of the refrigerant passage of the second heat exchanger 140, the second port 2a and the third port 3a of the first four-way valve 170, the first end of the compressor 110, the second end of the compressor 110, the first port 1a and the fourth port 4a of the first four-way valve 170, the second end of the refrigerant passage of the first heat exchanger 120, the first end of the refrigerant passage of the first heat exchanger 120, the first expansion valve 130, and the refrigerant passage of the second heat exchanger 140 are all connected. The first end can be connected in sequence to form a first refrigerant circulation loop; and the second end of the refrigerant passage of the third heat exchanger 150, the second port 2a and the third port 3a of the first four-way valve 170, the first end of the compressor 110, the second end of the compressor 110, the first port 1a and the fourth port 4a of the first four-way valve 170, the second end of the refrigerant passage of the first heat exchanger 120, the first end of the refrigerant passage of the first heat exchanger 120, the second expansion valve 160, and the first end of the refrigerant passage of the third heat exchanger 150 can be connected in sequence to form a second refrigerant circulation loop.

[0116] When the first port 1a of the first four-way valve 170 is connected to the second port 2a, and the third port 3a is connected to the fourth port 4a, the second end of the refrigerant passage of the first heat exchanger 120, the fourth port 4a and the third port 3a of the first four-way valve 170, the first end of the compressor 110, the second end of the compressor 110, the first port 1a and the second port 2a of the first four-way valve 170, the second end of the refrigerant passage of the second heat exchanger 140, the first end of the refrigerant passage of the second heat exchanger 140, the first expansion valve 130, and the refrigerant passage of the first heat exchanger 120 are all connected. The first end can be connected in sequence to form a third refrigerant circulation loop; and the second end of the refrigerant passage of the first heat exchanger 120, the fourth port 4a and the third port 3a of the first four-way valve 170, the first end of the compressor 110, the second end of the compressor 110, the first port 1a and the second port 2a of the first four-way valve 170, the second end of the refrigerant passage of the third heat exchanger 150, the first end of the refrigerant passage of the third heat exchanger 150, the second expansion valve 160, and the first end of the refrigerant passage of the first heat exchanger 120 can be connected in sequence to form a fourth refrigerant circulation loop.

[0117] Specifically, when the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, and the second port 2a and the third port 3a are connected, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first port 1a and the fourth port 4a of the first four-way valve 170 and flows into the refrigerant channel in the first heat exchanger 120, transferring heat to the electrically driven coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. Then, part of the refrigerant passes through the first expansion valve 130 and becomes a low-temperature, low-pressure liquid refrigerant, flowing into the refrigerant channel in the second heat exchanger 140 to absorb heat from the passenger cabin coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb heat from the passenger cabin. Another portion of the refrigerant, after passing through the second expansion valve 160, becomes a low-temperature, low-pressure liquid refrigerant and flows into the refrigerant channel within the third heat exchanger 150. It absorbs heat from the battery coolant within the third heat exchanger 150, allowing the third heat exchanger 150 to function as an evaporator to absorb heat from the battery 321. The refrigerant flowing out of the refrigerant channels of the second heat exchanger 140 and the third heat exchanger 150 becomes a high-temperature, low-pressure liquid. It then flows into the compressor 110 through the second port 2a and the third port 3a of the first four-way valve 170, where it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0118] When the first port 1a and the second port 2a of the first four-way valve 170 are connected, and the third port 3a and the fourth port 4a are connected, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel in the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, and transfers heat to the passenger compartment coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as a condenser to release heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature and high-pressure liquid, and after passing through the first expansion valve 130, it becomes a low-temperature and low-pressure liquid refrigerant. Another portion of the high-temperature, high-pressure gaseous refrigerant flowing out of compressor 110 flows into the refrigerant channel within the third heat exchanger 150, transferring heat to the battery coolant within the third heat exchanger 150. This allows the third heat exchanger 150 to function as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out from the first expansion valve 130 and the second expansion valve 160 flows into the refrigerant channel within the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to function as an evaporator, absorbing waste heat from the electric drive and heat from the environment through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0119] Therefore, the vehicle's thermal management system, by incorporating a first four-way valve 170 in the refrigerant circulation system 10, can switch the flow direction of the refrigerant within the system by changing the direction of the valve. This allows the first heat exchanger 120 to function as a condenser for heat release when the ambient temperature is high, while the second and third heat exchangers 140 and 150 function as evaporators for heat absorption. Conversely, when the ambient temperature is low, the first heat exchanger 120 functions as an evaporator for heat absorption, while the second and third heat exchangers 140 and 150 function as condensers for heat release. In other words, the refrigerant circulation system 10 can change the cooling or heating functions of the first heat exchanger 120, second heat exchanger 140, and third heat exchanger 150 simply by changing the direction of the first four-way valve 170. This eliminates the need for additional components such as electric heaters in the passenger compartment and on the battery 321 side, significantly reducing the number of components in the vehicle's thermal management system and greatly reducing the complexity of the circuit. Furthermore, the vehicle's thermal management system can fully utilize the waste heat from the electric drive and the coolant heated by the heat pump to heat the battery 321, thus having the advantages of high energy utilization and high heating efficiency.

[0120] exist Figures 1-17 In the thermal management system of the vehicle shown, optionally, the electric drive circulation loop 310 includes an electric drive coolant flow path 311 and a heat dissipation flow path 312. The electric drive coolant flow path 311 includes an electric drive assembly 3111 and a second water pump 3112 connected in series. The heat dissipation flow path 312 includes a radiator 3121.

[0121] The electric drive circulation loop 310 also includes a third flow path switching component, which is disposed between the electric drive coolant flow path 311 and the heat dissipation flow path 312. This component allows for the selective connection of the electric drive coolant flow path 311 to the bypass heat dissipation flow path 312, or for the electric drive coolant flow path 311 and the heat dissipation flow path 312 to be connected in series. The first end of the electric drive coolant flow path 311 constitutes the first end of the electric drive circulation loop 310, and the second end of the electric drive coolant flow path 311 constitutes the second end of the electric drive circulation loop 310.

[0122] Specifically, the electric drive assembly 3111 may include components such as a charger and a motor, and the electric drive assembly 3111 is located in the engine compartment of the vehicle.

[0123] More specifically, provided that the first end of the electric drive coolant channel of the first heat exchanger 120 is connected to the first end of the electric drive assembly 3111, the distance and position between the electric drive assembly 3111 and the first heat exchanger 120 can be adjusted according to actual design and usage requirements. This embodiment does not impose specific limitations on this.

[0124] It should be noted that when the waste heat of the electric drive assembly 3111 is sufficient to supply heat to the refrigerant circulation system 10, the electric drive coolant flow path 311 is independently connected and bypasses the heat dissipation flow path 312. The electric drive coolant flows through the electric drive coolant channel of the first heat exchanger 120 and exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 120, and is transferred to the refrigerant circulation system 10 to recover the waste heat of the electric drive assembly 3111, thereby improving the energy utilization rate of the thermal management system. When the waste heat from the electric drive assembly 3111 is insufficient to heat the refrigerant circulation system 10, the electric drive coolant flow path 311 and the heat dissipation flow path 312 are connected in series. This allows the electric drive circulation loop 310 to transfer the heat absorbed from the external environment through the low-temperature radiator 3121 and the recovered waste heat from the electric drive assembly 3111 to the electric drive coolant in the first heat exchanger 120, where it exchanges heat with the refrigerant in the refrigerant channel of the first heat exchanger 120, and then transfers the heat to the refrigerant circulation system 10 to meet its heating requirements. Simultaneously, the low-temperature radiator 3121 in the heat dissipation flow path 312 can also absorb heat from the electric drive coolant in the first heat exchanger 120, and through the heat exchange between the refrigerant in the first heat exchanger 120 and the electric drive coolant, transfer the heat from the refrigerant circulation system 10 to the external environment. Therefore, the electric drive circulation loop 310 of the vehicle's thermal management system only needs to be equipped with a third flow path switching component, so that the electric drive circulation loop 310 can exchange heat with the refrigerant circulation system 10 according to its heat demand, thereby making the overall structure of the electric drive circulation loop 310 simpler.

[0125] exist Figures 1-17 In the illustrated automotive thermal management system, the electric drive circulation loop 310 optionally includes a hot core flow path 313; the hot core flow path 313 includes a hot core 3131. The hot core 3131 is disposed between the electric drive assembly 3111 and the third flow path switching component, allowing the third flow path switching component to selectively connect the electric drive coolant flow path 311 and the hot core flow path 313 in series. Furthermore, the hot core 3131 is located inside the air conditioning unit and serves as the dehumidifier for the air conditioning system.

[0126] Specifically, when the electric drive coolant flow path 311 and the hot core flow path 313 are arranged in series, the hot core 3131 can absorb the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120, and release it into the passenger compartment to raise the temperature of the passenger compartment, thereby achieving the dehumidification function of the passenger compartment. Furthermore, since the hot core flow path 313 and the heat dissipation flow path 312 are arranged in parallel, the ratio of electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 can be adjusted according to actual needs by adjusting the third flow path switching component. This allows the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120 to be distributed proportionally to the hot core 3131 and the radiator 3121. By controlling the heat absorbed by the electric drive coolant in the hot core 3131, the heat released by the hot core 3131 into the passenger compartment can be adjusted, thereby adjusting the dehumidification capacity of the passenger compartment.

[0127] More specifically, the third flow path switching component can be a structure such as a solenoid valve or a proportional valve with at least four openings. Preferably, in order to more accurately allocate the ratio of electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313, and thus control the heat transfer, the third flow path switching component in this embodiment is a proportional valve with at least four openings.

[0128] exist Figures 1-17 In the illustrated automotive thermal management system, optionally, the battery circulation loop 320 includes a battery 321 and a third water pump 322 connected in series. The second end of the third water pump 322 is connected to the first end of the battery coolant passage of the third heat exchanger 150, and the second end of the battery coolant passage of the third heat exchanger 150 is connected to the first end of the coolant passage of the battery 321. The second end of the coolant passage of the battery 321 is connected to the first end of the third water pump 322 via a second flow path switching component, selectively connecting the second end of the coolant passage of the battery 321 to the first end of the third water pump 322, such that the electric drive circulation loop 310 and the battery circulation loop 320 are arranged independently. Alternatively, the second end of the coolant passage of the battery 321 is connected to the first end of the second water pump 3112 via the second flow path switching component, selectively connecting the second end of the coolant passage of the battery 321 to the first end of the second water pump 3112, such that the electric drive circulation loop 310 and the battery circulation loop 320 are arranged in series.

[0129] Specifically, when the electric drive circulation loop 310 and the battery circulation loop 320 are set up independently, the battery circulation loop 320 only exchanges heat with the third heat exchanger 150, meaning the third heat exchanger 150 can cool or heat the battery 321. When the electric drive circulation loop 310 and the battery circulation loop 320 are set up in series, some of the heat in the third heat exchanger 150 of the battery circulation loop 320 can be transferred to the second water pump 3112 through the battery circulation loop 320 and the electric drive circulation loop 310, thus preventing the second water pump 3112 from frosting and shutting down in extreme low-temperature weather. At the same time, the series connection of the electric drive circulation loop 310 and the battery circulation loop 320 also allows the battery 321 to release heat to the external environment through the radiator 3121, thereby reducing the cooling requirements of the refrigerant circulation system 10 while ensuring the cooling efficiency of the battery 321.

[0130] exist Figures 1-17 In the illustrated automotive thermal management system, optionally, the second flow path switching component is configured as a second four-way valve 330. The second four-way valve 330 has a first opening 1c, a second opening 2c, a third opening 3c, and a fourth opening 4c. The first opening 1c is connected to the third flow path switching component, the second opening 2c is connected to the first end of the second water pump 3112, the third opening 3c is connected to the second end of the coolant passage of the battery 321, and the fourth opening 4c is connected to the first end of the third water pump 322.

[0131] When the first opening 1c of the second four-way valve 330 is connected to the second opening 2c, and the third opening 3c is connected to the fourth opening 4c, the electric drive circulation loop 310 and the battery circulation loop 320 are set up independently. At this time, the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, the radiator 3121, the third flow path switching component, the first opening 1c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a first electric drive coolant loop. Alternatively, the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, the heat core 3131, the third flow path switching component, the first opening 1c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a second electric drive coolant loop. Alternatively, the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 sequentially passes through the electric drive assembly 3111, the third flow path switching component, the first opening 1c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a third electric drive coolant circuit.

[0132] The battery coolant flowing out from the first end of the battery coolant channel of the third heat exchanger 150 passes sequentially through the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, and the second end of the battery coolant channel of the third heat exchanger 150 to form a battery coolant circuit.

[0133] Therefore, when the electric drive circulation loop 310 and the battery circulation loop 320 are arranged independently, the electric drive circulation loop 310 only exchanges heat with the first heat exchanger 120, which can absorb heat from or release heat into the electric drive circulation loop 310. The battery circulation loop 320 only exchanges heat with the third heat exchanger 150, which can cool or heat the battery 321.

[0134] When the first opening 1c of the second four-way valve 330 is connected to the fourth opening 4c, and the third opening 3c is connected to the second opening 2c, the electric drive circulation loop 310 and the battery circulation loop 320 are connected in series. At this time, the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, the radiator 3121, the third flow path switching component, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form the first coolant circuit.

[0135] Alternatively, the electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 sequentially passes through the electric drive assembly 3111, the heat core 3131, the third flow path switching component, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a second coolant circuit.

[0136] The electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, the third flow path switching component, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, the second water pump 3112, and the second end of the electric drive coolant channel of the first heat exchanger 120 to form a third coolant circuit.

[0137] Therefore, when the electric drive circulation loop 310 and the battery circulation loop 320 are connected in series, some of the heat in the third heat exchanger 150 of the battery circulation loop 320 can be transferred to the second water pump 3112 through the battery circulation loop 320 and the electric drive circulation loop 310, so as to avoid the second water pump 3112 from frosting and shutting down under extreme low-temperature weather conditions. At the same time, the series connection of the electric drive circulation loop 310 and the battery circulation loop 320 also allows the battery 321 to release heat to the external environment through the radiator 3121, thereby reducing the cooling requirements of the refrigerant circulation system 10 while ensuring the cooling efficiency of the battery 321.

[0138] It should be noted that the second flow path switching component is set as a second four-way valve 330, which, together with the first four-way valve 170, allows the vehicle's thermal management system to be unified with the battery thermal management system and the passenger compartment thermal management system through simple valve body settings. Cooling and heating of the passenger compartment and battery 321 can be completed through simple valve body flow path switching, thus simplifying the overall circuit of the thermal management system.

[0139] exist Figures 1-17 In the illustrated automotive thermal management system, optionally, the third flow path switching component is configured as a four-way proportional valve 314. The four-way proportional valve 314 has a first connection port 1b, a second connection port 2b, a third connection port 3b, and a fourth connection port 4b. The first connection port 1b is connected to the second end of the radiator 3121, the second connection port 2b is connected to the second end of the heat core 3131, the third connection port 3b is connected to the second end of the electric drive assembly 3111, and the fourth connection port 4b is connected to the first opening 1c of the second four-way valve 330. The first end of the electric drive assembly 3111 is connected to the first end of the electric drive coolant passage of the first heat exchanger 120, the first end of the radiator 3121 is connected to the second end of the electric drive assembly 3111, and the first end of the heat core 3131 is connected to the second end of the electric drive assembly 3111.

[0140] When the first connection port 1b of the four-way proportional valve 314 is connected to the fourth connection port 4b, the electric drive coolant flow path 311 and the heat dissipation flow path 312 are connected in series. The electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, the radiator 3121, and the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314. The second four-way valve 330 makes the electric drive circulation loop 310 and the battery circulation loop 320 independent or connected in series. At this time, the heat of the electric drive assembly 3111 is insufficient to meet the heat demand of the coolant circulation system. It is necessary to connect the electric drive assembly 3111 and the radiator 3121 in series, and obtain residual heat through the electric drive assembly 3111 and obtain heat from the external environment through the radiator 3121.

[0141] When the first connection port 1b and the second connection port 2b of the four-way proportional valve 314 are proportionally connected to the fourth connection port 4b, the electric drive coolant flow path 311 is proportionally connected in series with the heat dissipation flow path 312 and the hot core flow path 313. The electric drive coolant flowing from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive assembly 3111, and part of it flows sequentially through the radiator 3121, the first connection port 1b of the four-way proportional valve 314, and the fourth connection port 4b; the other part flows sequentially through the hot core 3131, the second connection port 2b of the four-way proportional valve 314, and the fourth connection port 4b. The second four-way valve 330 allows the electric drive circulation loop 310 and the battery circulation loop 320 to operate independently or in series. During this process, the hot core 3131 absorbs waste heat from the electric drive and the heat from the electric drive coolant of the first heat exchanger 120, and releases it into the passenger compartment to raise the temperature of the passenger compartment, thereby achieving the dehumidification function of the passenger compartment. Furthermore, the ratio of electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 can be adjusted according to actual needs, thereby adjusting the dehumidification capacity of the passenger compartment. At the same time, when the electric drive circulation loop 310 is connected in series with the battery circulation loop 320, the battery 321 can also absorb heat from the external environment or release heat to the external environment through the radiator 3121.

[0142] When the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the electric drive coolant flow path 311 is independently connected and bypasses the heat dissipation flow path 312 and the hot core flow path 313. The electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes sequentially through the electric drive assembly 3111, and the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, and through the second four-way valve 330, the electric drive circulation loop 310 and the battery circulation loop 320 are made independent or connected in series. At this time, the waste heat of the electric drive assembly 3111 is sufficient to meet the heat demand of the coolant circulation system.

[0143] When the first connection port 1b and the third connection port 3b of the four-way proportional valve 314 are proportionally connected to the fourth connection port 4b, the electric drive coolant flow path 311 is proportionally partially and independently connected and bypasses the heat dissipation flow path 312 and the hot core flow path 313, while the other part is arranged in series with the heat dissipation flow path 312. The electric drive coolant flowing out from the first end of the electric drive coolant channel of the first heat exchanger 120 passes through the electric drive assembly 3111, and part of it flows sequentially through the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, while the other part flows sequentially through the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314; and through the second four-way valve 330, the electric drive circulation loop 310 and the battery circulation loop 320 are made independent or connected in series. During this process, when the electric drive circulation loop 310 and the battery circulation loop 320 are independent of each other, the first heat exchanger 120 can absorb waste heat from the electric drive and absorb heat from the external environment through the radiator 3121, or release heat to the external environment through the radiator 3121. When the electric drive circulation loop 310 and the battery circulation loop 320 are connected in series, the battery 321 absorbs waste heat from the electric drive and absorbs heat from the external environment through the radiator 3121, or releases heat to the external environment through the radiator 3121.

[0144] It should be noted that the third flow path switching component is set as a four-way proportional valve 314, which allows the vehicle's thermal management system to distribute heat exchange between the first heat exchanger 120, the third heat exchanger 150, the low-temperature radiator 3121, the electric drive assembly 3111, and the heat core 3131 according to heat demand through simple valve body settings. This makes the overall structure of the electric drive circulation loop 310 simpler and more robust. Simultaneously, the flow rate of electric drive coolant through the radiator 3121, the heat core 3131, and the third connection port 3b of the four-way proportional valve 314 can be controlled by adjusting the opening size of different connection ports of the four-way proportional valve 314. This controls the heat transfer between the first heat exchanger 120, the third heat exchanger 150, the low-temperature radiator 3121, the electric drive assembly 3111, and the heat core 3131. Thus, heat distribution between the electric drive circulation loop 310 and the battery circulation loop 320 can be achieved through simple valve body settings, further simplifying the overall structure of the vehicle's thermal management system.

[0145] exist Figures 1-17 In the thermal management system of the vehicle shown, optionally, the electric drive assembly 3111 includes a charging unit 3111a and an electric drive component 3111b. The first end of the charging unit 3111a is connected to the first end of the electric drive coolant passage of the first heat exchanger 120, and the second end of the charging unit 3111a is connected to the first end of the electric drive component 3111b. The second end of the electric drive component 3111b is connected to the third connection port 3b of the four-way proportional valve 314, the first end of the radiator 3121, and the first end of the heat core 3131, respectively.

[0146] Specifically, both the charging unit 3111a and the electric drive component 3111b can generate heat, thereby forming waste heat from the electric drive. Furthermore, the electric drive component 3111b can be a motor, and the charging unit 3111a can be a charger. The motor and the charger can be integrated or installed separately.

[0147] The vehicle's thermal management system selectively connects the various loops between the refrigerant circulation system 10, the passenger compartment coolant circulation system 20, and the engine compartment coolant circulation system 30 by controlling the connection and disconnection between different openings of the first four-way valve 170, the second four-way valve 330, and the four-way proportional valve 314, so that the vehicle's thermal management system is in different operating modes (see below for details), as shown in Table 1 below. Table 1 is a classification table of the operating modes of the vehicle's thermal management system.

[0148] Table 1

[0149]

[0150]

[0151]

[0152] Table 1 shows patterns 1.1-1.3 for summer conditions.

[0153] 1.1 Passenger cabin-only cooling mode: In this mode, the heating / cooling core 220 is in heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is in a non-operating state, the radiator 3121 is in a heat release state, the heating core 3131 is in a non-operating state, the compressor 110 is in an operating state, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is in an operating state, the second expansion valve 160 is in a non-operating state, the first water pump 210 is in an operating state, the second water pump 3112 is in an operating state, the third water pump 322 is in a non-operating state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0154] In this mode, such as Figure 1As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the first heat exchanger 120 through the first port 1a and the fourth port 4a of the first four-way valve 170, transferring heat to the electrically driven coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant, and then flows into the refrigerant channel of the second heat exchanger 140, absorbing heat from the passenger cabin coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb heat from the passenger cabin. The refrigerant flowing out of the refrigerant passage in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second port 2a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0155] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been cooled by the second heat exchanger 140, to the hot and cold core 220 (which is the cold core at this time) to complete the cooling of the passenger cabin.

[0156] The second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is then used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.

[0157] It should be noted that, under passenger cabin cooling conditions, the electric drive circulation loop 310 and the battery circulation loop 320 are completely independent. Since the third heat exchanger 150, the second expansion valve 160, and the third water pump 322 are not operating, there is no flowing coolant in the battery circulation loop 320; that is, the battery circulation loop 320 is not working. All coolant is injected into the passenger cabin coolant circulation system 20. When the refrigerant in the first heat exchanger 120 flows in the refrigerant circulation system 10, it absorbs heat from the refrigerant in the second heat exchanger 140. Then, the refrigerant in the second heat exchanger 140 exchanges heat with the passenger cabin coolant, thereby accelerating the cooling time of the passenger cabin coolant in the second heat exchanger 140, thus accelerating the cooling rate of the passenger cabin coolant and enabling the passenger cabin to be cooled quickly.

[0158] 1.2 Battery-only cooling mode: In this mode, the heating and cooling cores 220 are not in operation, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is not in operation, the third heat exchanger 150 is used as an evaporator to absorb heat, the radiator 3121 is in a heat-releasing state, the heating core 3131 is not in operation, the compressor 110 is in operation, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is not in operation, the second expansion valve 160 is in operation, the first water pump 210 is not in operation, the second water pump 3112 is in operation, the third water pump 322 is in operation, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0159] In this mode, such as Figure 2 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first port 1a and the fourth port 4a of the first four-way valve 170 and flows into the refrigerant channel in the first heat exchanger 120, transferring heat to the electric drive coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel in the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant, and then flows into the refrigerant channel in the third heat exchanger 150, absorbing heat from the battery coolant in the third heat exchanger 150, so that the third heat exchanger 150 acts as an evaporator to absorb heat from the battery 321. The refrigerant flowing out of the refrigerant passage in the third heat exchanger 150 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second port 2a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0160] In the coolant circulation system, the second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is then used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.

[0161] The third water pump 322 sequentially delivers the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then back to the third water pump 322 to complete the battery coolant circulation. This is used to deliver the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.

[0162] 1.3 Passenger cabin cooling + battery cooling mode: In this mode, the heat exchanger 220 is in heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is used as an evaporator to absorb heat, the radiator 3121 is in heat release state, the heat exchanger 3131 is in non-working state, the compressor 110 is in working state, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is in working state, the second expansion valve 160 is in working state, the first water pump 210 is in working state, the second water pump 3112 is in working state, the third water pump 322 is in working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0163] In this mode, such as Figure 3As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first port 1a and the fourth port 4a of the first four-way valve 170 and flows into the refrigerant channel within the first heat exchanger 120, transferring heat to the electrically driven coolant within the first heat exchanger 120. This allows the first heat exchanger 120 to function as a condenser, releasing heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel within the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. Then, a portion of the refrigerant passes through the first expansion valve 130, becoming a low-temperature, low-pressure liquid refrigerant, which then flows into the refrigerant channel within the second heat exchanger 140 and absorbs heat from the passenger cabin coolant within the second heat exchanger 140. This allows the second heat exchanger 140 to function as an evaporator, absorbing heat from the passenger cabin. Another portion of the refrigerant, after passing through the second expansion valve 160, becomes a low-temperature, low-pressure liquid refrigerant. It then flows into the refrigerant channel within the third heat exchanger 150, absorbing heat from the battery coolant within the third heat exchanger 150, thus enabling the third heat exchanger 150 to function as an evaporator to absorb heat from the battery 321. The refrigerant flowing out of the refrigerant channels in both the second and third heat exchangers 140 and 150 becomes a high-temperature, low-pressure liquid. It then flows through the second port 2a and the third port 3a of the first four-way valve 170 into the compressor 110, where it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0164] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been cooled by the second heat exchanger 140, to the hot and cold core 220 (which is the cold core at this time) to complete the cooling of the passenger cabin.

[0165] The second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is then used to release the temperature of the electric drive coolant in the first heat exchanger 120 to the external environment through the radiator 3121.

[0166] The third water pump 322 sequentially delivers the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then back to the third water pump 322 to complete the battery coolant circulation. This is used to deliver the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.

[0167] Table 1 shows patterns 2.1-2.4 for spring and autumn. Among them,

[0168] 2.1 Passenger cabin dehumidification mode: In this mode, the heating and cooling core 220 is in heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a heat release state, the heating core 3131 is in a heat release state, the compressor 110 is in a working state, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a non-working state, the first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0169] In this mode, such as Figure 4 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the first heat exchanger 120 through the first port 1a and the fourth port 4a of the first four-way valve 170, transferring heat to the electrically driven coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant, and then flows into the refrigerant channel of the second heat exchanger 140, absorbing heat from the passenger cabin coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb heat from the passenger cabin. The refrigerant flowing out of the refrigerant passage in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second port 2a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0170] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been cooled by the second heat exchanger 140, to the hot and cold core 220 (which is the cold core at this time) to complete the cooling of the passenger cabin.

[0171] The second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a and the electric drive component 3111b. Part of the electric drive coolant flows into the radiator 3121 and exits through the first connection port 1b of the four-way proportional valve 314, then through the fourth connection port 4b. Another part of the electric drive coolant flows into the heat core 3131 and exits through the second connection port 2b of the four-way proportional valve 314. The electric drive coolant exiting the fourth connection port 4b of the four-way proportional valve 314 flows sequentially through the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112, completing the electric drive coolant circulation. During this process, the heat core 3131 absorbs waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120, and releases it into the passenger cabin to raise the passenger cabin temperature, thereby achieving the dehumidification function of the passenger cabin. Furthermore, the proportional adjustment between the first connection port 1b and the fourth connection port 4b, and between the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 allows the four-way proportional valve 314 to adjust the proportion of the electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs. This allows the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120 to be distributed proportionally to the hot core 3131 and the radiator 3121. The hot core 3131 absorbs heat and releases it into the passenger compartment, while the radiator 3121 releases heat into the external environment. By controlling the heat absorbed by the hot core 3131, the heat released into the passenger compartment by the hot core 3131 can be adjusted, thereby adjusting the dehumidification capacity of the passenger compartment.

[0172] 2.2 Passenger cabin dehumidification + battery cooling mode: In this mode, the hot and cold core 220 is in heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is used as an evaporator to absorb heat, the radiator 3121 is in heat release state, the hot core 3131 is in heat release state, the compressor 110 is in working state, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is in working state, the second expansion valve 160 is in working state, the first water pump 210 is in working state, the second water pump 3112 is in working state, the third water pump 322 is in working state, the first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0173] In this mode, such as Figure 5As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 passes through the first port 1a and the fourth port 4a of the first four-way valve 170 and flows into the refrigerant channel within the first heat exchanger 120, transferring heat to the electrically driven coolant within the first heat exchanger 120. This allows the first heat exchanger 120 to function as a condenser, releasing heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel within the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. Then, a portion of the refrigerant passes through the first expansion valve 130, becoming a low-temperature, low-pressure liquid refrigerant, which then flows into the refrigerant channel within the second heat exchanger 140 and absorbs heat from the passenger cabin coolant within the second heat exchanger 140. This allows the second heat exchanger 140 to function as an evaporator, absorbing heat from the passenger cabin. Another portion of the refrigerant, after passing through the second expansion valve 160, becomes a low-temperature, low-pressure liquid refrigerant. It then flows into the refrigerant channel within the third heat exchanger 150, absorbing heat from the battery coolant within the third heat exchanger 150, thus enabling the third heat exchanger 150 to function as an evaporator to absorb heat from the battery 321. The refrigerant flowing out of the refrigerant channels in both the second and third heat exchangers 140 and 150 becomes a high-temperature, low-pressure liquid. It then flows through the second port 2a and the third port 3a of the first four-way valve 170 into the compressor 110, where it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0174] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been cooled by the second heat exchanger 140, to the hot and cold core 220 (which is the cold core at this time) to complete the cooling of the passenger cabin.

[0175] The second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a and the electric drive component 3111b. Part of the electric drive coolant flows into the radiator 3121 and exits through the first connection port 1b of the four-way proportional valve 314, then through the fourth connection port 4b. Another part of the electric drive coolant flows into the heat core 3131 and exits through the second connection port 2b of the four-way proportional valve 314. The electric drive coolant exiting the fourth connection port 4b of the four-way proportional valve 314 flows sequentially through the first opening 1c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112, completing the electric drive coolant circulation. During this process, the heat core 3131 absorbs waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120, and releases it into the passenger cabin to raise the passenger cabin temperature, thereby achieving the dehumidification function of the passenger cabin. Furthermore, the proportional adjustment between the first connection port 1b and the fourth connection port 4b, and between the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 allows the four-way proportional valve 314 to adjust the proportion of the electric drive coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs. This allows the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120 to be distributed proportionally to the hot core 3131 and the radiator 3121. The hot core 3131 absorbs heat and releases it into the passenger compartment, while the radiator 3121 releases heat into the external environment. By controlling the heat absorbed by the hot core 3131, the heat released into the passenger compartment by the hot core 3131 can be adjusted, thereby adjusting the dehumidification capacity of the passenger compartment.

[0176] The third water pump 322 sequentially delivers the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then back to the third water pump 322 to complete the battery coolant circulation. This is used to deliver the battery coolant cooled by the third heat exchanger 150 to the coolant channel of the battery 321 to absorb the heat of the battery 321 and complete the cooling of the battery 321.

[0177] 2.3 Passenger cabin dehumidification + battery heating mode: In this mode, the cold and hot core 220 is in heat absorption state, the first heat exchanger 120 is used as a condenser to release heat, the second heat exchanger 140 is used as an evaporator to absorb heat, the third heat exchanger 150 is not working, the radiator 3121 is in heat release state, the hot core 3131 is in heat release state, the compressor 110 is in working state, the first port 1a and the fourth port 4a of the first four-way valve 170 are connected, the third port 3a and the second port 2a are connected, the first expansion valve 130 is in working state, the second expansion valve 160 is not in working state, the first water pump 210 is in working state, the second water pump 3112 is in working state, the third water pump 322 is in working state, the first connection port 1b and the fourth connection port 4b, and the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0178] In this mode, such as Figure 6 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the first heat exchanger 120 through the first port 1a and the fourth port 4a of the first four-way valve 170, transferring heat to the electrically driven coolant in the first heat exchanger 120, so that the first heat exchanger 120 acts as a condenser to release heat to the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant, and then flows into the refrigerant channel of the second heat exchanger 140, absorbing heat from the passenger cabin coolant in the second heat exchanger 140, so that the second heat exchanger 140 acts as an evaporator to absorb heat from the passenger cabin. The refrigerant flowing out of the refrigerant passage in the second heat exchanger 140 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the second port 2a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0179] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been cooled by the second heat exchanger 140, to the hot and cold core 220 (which is the cold core at this time) to complete the cooling of the passenger cabin.

[0180] The second water pump 3112 sequentially delivers the electric drive coolant, which has been heated by heat exchange in the first heat exchanger 120, to the charging unit 3111a and the electric drive component 3111b. Part of the electric drive coolant flows into the radiator 3121 and flows out through the first connection port 1b of the four-way proportional valve 314 and out through the fourth connection port 4b of the four-way proportional valve 314. Another part of the electric drive coolant flows into the heat core 3131 and flows out through the second connection port 2b of the four-way proportional valve 314 and out through the fourth connection port 4b of the four-way proportional valve 314. The electric drive coolant flowing out of the fourth connection port 4b of the four-way proportional valve 314 sequentially flows through the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant channel of the third heat exchanger 150, the coolant channel of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the circulation of the coolant. During this process, the heat core 3131 absorbs the waste heat from the electric drive and the heat from the electric drive coolant of the first heat exchanger 120, and releases it into the passenger compartment to raise the temperature of the passenger compartment, thereby achieving the dehumidification function of the passenger compartment. Furthermore, the proportional adjustment between the first connection port 1b and the fourth connection port 4b, and between the second connection port 2b and the fourth connection port 4b of the four-way proportional valve 314 allows the valve to adjust the proportion of electric drive coolant flowing into the heat dissipation flow path 312 and the heat core flow path 313 according to actual needs. This distributes the waste heat from the electric drive and the heat from the electric drive coolant of the first heat exchanger 120 proportionally to the heat core 3131 and the radiator 3121. The heat is absorbed by the heat core 3131 and released into the passenger compartment, while the heat is released to the external environment through the radiator 3121. By controlling the heat absorbed by the heat core 3131, the heat released into the passenger compartment by the heat core 3131 is adjusted, thereby adjusting the dehumidification capacity of the passenger compartment. At the same time, the battery 321 can also absorb the waste heat of the electric drive and the heat of the electric drive coolant of the first heat exchanger 120 to complete the heating of the battery 321.

[0181] It should be noted that the hot core flow path 313 and the heat dissipation flow path 312 are arranged in parallel. When the passenger cabin needs dehumidification, the hot core 3131 absorbs the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120, and releases heat into the passenger cabin to complete the dehumidification process. The heat of the electric drive coolant in the first heat exchanger 120 is obtained by exchanging heat with the refrigerant in the first heat exchanger 120. During this process, the hot core 3131 in the hot core flow path 313 and the radiator 3121 in the heat dissipation flow path 312 simultaneously absorb the heat from the electric drive coolant in the first heat exchanger 120, thereby improving the cooling effect of the refrigerant in the refrigerant channel of the first heat exchanger 120, and thus improving the working efficiency of the compressor 110 in the refrigerant circulation system 10 and reducing the power consumption of the compressor 110. Meanwhile, the four-way proportional valve 314 can adjust the ratio of coolant flowing into the heat dissipation flow path 312 and the hot core flow path 313 according to actual needs, so as to adjust the heat released by the hot core 3131 into the passenger compartment by controlling the heat of the coolant that the hot core 3131 can absorb, thereby adjusting the dehumidification capacity of the passenger compartment. Therefore, the four-way proportional valve 314 can steplessly adjust the dehumidification capacity of the hot core 3131.

[0182] 2.4 Battery cooling mode (radiator cooling): In this mode, the hot and cold core 220 is not working, the first heat exchanger 120 is not working, the second heat exchanger 140 is not working, the third heat exchanger 150 is not working, the radiator 3121 is in heat dissipation mode, the hot core 3131 is not working, the compressor 110 is not working, the first four-way valve 170 is not working, the first expansion valve 130 is not working, the second expansion valve 160 is not working, the first water pump 210 is not working, the second water pump 3112 is working, the third water pump 322 is working, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0183] In this mode, such as Figure 7 As shown, the refrigerant circulation system 10 is not operating. In the coolant circulation system, the second water pump 3112 sequentially delivers coolant to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant passage of the third heat exchanger 150, the coolant passage of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation. During this process, the battery 321 can release heat to the external environment through the radiator 3121 to cool the battery 321.

[0184] Table 1 shows patterns 3.1-3.6 for scenarios where the external environment is in winter. Among them,

[0185] 3.1 Passenger cabin heating (absorption of waste heat from electric drive) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a non-working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0186] In this mode, such as Figure 8 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0187] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0188] The second water pump 3112 sequentially delivers the electric drive coolant, after being cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is used to absorb the waste heat from the electric drive through the electric drive coolant in the first heat exchanger 120. Then, the electric drive coolant in the first heat exchanger 120 exchanges heat with the refrigerant and transfers the heat to the refrigerant circulation system 10. When the refrigerant flows in the refrigerant circulation system 10, it transfers heat to the refrigerant in the second heat exchanger 140, and the refrigerant in the second heat exchanger 140 exchanges heat with the passenger cabin coolant, allowing the heat to be transferred to the passenger cabin coolant circulation system 20. Finally, the waste heat from the electric drive is transferred to the passenger cabin for heating.

[0189] 3.2 Passenger cabin heating (absorption of waste heat from electric drive + ambient heat) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a heat absorption state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a non-working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0190] In this mode, such as Figure 9As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive and heat from the environment through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0191] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0192] The second water pump 3112 sequentially delivers the electric drive coolant, after heat exchange and cooling by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is used to absorb waste heat from the electric drive through the first heat exchanger 120 and to absorb heat from the radiator 3121. The heat from the external environment is transferred to the refrigerant in the first heat exchanger 120 via electric drive coolant, which then exchanges heat with the refrigerant in the refrigerant circulation system 10. As the refrigerant flows in the refrigerant circulation system 10, it transfers heat to the refrigerant in the second heat exchanger 140. The refrigerant in the second heat exchanger 140 also exchanges heat with the passenger compartment coolant, thus transferring heat to the passenger compartment coolant circulation system 20. Consequently, the waste heat from the electric drive and the heat from the external environment are ultimately transferred to the passenger compartment for heating.

[0193] It should be noted that, under passenger cabin heating conditions, the electric drive circulation loop 310 and the battery circulation loop 320 are completely independent. Since the third heat exchanger 150, the second expansion valve 160, and the third water pump 322 are not operating, there is no coolant flowing in the battery circulation loop 320; that is, the battery circulation loop 320 is not working. All coolant is injected into the passenger cabin coolant circulation system 20. When the refrigerant in the first heat exchanger 120 flows in the refrigerant circulation system 10, it transfers heat to the refrigerant in the second heat exchanger 140. The refrigerant in the second heat exchanger 140 exchanges heat with the passenger cabin coolant, thereby accelerating the temperature rise time of the coolant in the second heat exchanger 140, accelerating the heating speed of the passenger cabin coolant, and thus enabling the passenger cabin to be heated quickly.

[0194] 3.3 Passenger cabin heating (absorption of waste heat from electric drive + battery heat storage) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is in a non-working state, the radiator 3121 is in a heat absorption state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a non-working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0195] In this mode, such as Figure 10As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid. After passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the first expansion valve 130 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0196] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0197] The second water pump 3112 sequentially delivers the electric drive coolant, cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant passage of the third heat exchanger 150, the coolant passage of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation, which is used for... The electric drive coolant of the first heat exchanger 120 absorbs the waste heat from the electric drive and the heat stored in the battery 321. Then, the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant, transferring the heat to the refrigerant circulation system 10. When the refrigerant flows in the refrigerant circulation system 10, it transfers heat to the refrigerant in the second heat exchanger 140. The refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, allowing the heat to be transferred to the passenger compartment coolant circulation system 20. In turn, the waste heat from the electric drive and the heat stored in the battery 321 are finally transferred to the passenger compartment for heating.

[0198] 3.4 Passenger cabin heating + battery heating (absorbing waste heat from electric drive) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0199] In this mode, such as Figure 11 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid, and after passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Another portion of the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid, and after passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant flowing from the first expansion valve 130 and the second expansion valve 160 then flows into the refrigerant channel within the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to function as an evaporator, absorbing waste heat from the electric drive through the engine compartment coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a of the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0200] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0201] The second water pump 3112 sequentially delivers the electric drive coolant, after being cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is used to absorb the waste heat from the electric drive through the electric drive coolant in the first heat exchanger 120. Then, the electric drive coolant in the first heat exchanger 120 exchanges heat with the refrigerant, transferring the heat to the refrigerant circulation system 10. As the refrigerant flows in the refrigerant circulation system 10, it transfers some heat to the refrigerant in the second heat exchanger 140. The refrigerant in the second heat exchanger 140 exchanges heat with the passenger cabin coolant, allowing some of the waste heat from the electric drive to be transferred to the passenger cabin for heating.

[0202] The third water pump 322 delivers the battery coolant, which has been heated by heat exchange in the third heat exchanger 150, to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then back to the second water pump 3112 to complete the battery coolant circulation. This coolant is used to absorb the waste heat of the electric drive through the electric drive coolant of the first heat exchanger 120. Then, the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant, transferring the heat to the refrigerant in the refrigerant circulation system 10. When the refrigerant flows in the refrigerant circulation system 10, it will transfer another part of the heat to the refrigerant in the third heat exchanger 150. The refrigerant of the third heat exchanger 150 exchanges heat with the battery coolant, so that another part of the waste heat of the electric drive is transferred to the battery 321 for heating the battery 321.

[0203] 3.5 Passenger cabin heating + battery heating (absorbing waste heat from electric drive + ambient heat) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a heat absorption state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, the third opening 3c and the fourth opening 4c are connected.

[0204] In this mode, such as Figure 12As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid, and after passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Another portion of the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid, and after passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant flowing from the first expansion valve 130 and the second expansion valve 160 then flows into the refrigerant channel within the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to function as an evaporator, absorbing waste heat from the electric drive and heat from the environment through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a of the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0205] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0206] The second water pump 3112 sequentially delivers the electric drive coolant, after heat exchange and cooling in the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. This coolant is used to absorb waste heat from the electric drive and the radiator 3121 through the electric drive coolant in the first heat exchanger 120. The first heat exchanger 120 absorbs heat from the external environment, and then the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant, transferring the heat to the refrigerant in the refrigerant circulation system 10. When the refrigerant flows in the refrigerant circulation system 10, it will transfer some heat to the refrigerant in the second heat exchanger 140. The refrigerant in the second heat exchanger 140 exchanges heat with the passenger compartment coolant, so that some of the electric drive waste heat and the heat absorbed by the radiator 3121 from the external environment are transferred to the passenger compartment for heating the passenger compartment.

[0207] The third water pump 322 delivers the battery coolant, which has been heated by heat exchange in the third heat exchanger 150, to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the battery coolant circulation. This coolant is used to absorb the waste heat of the electric drive through the electric drive coolant of the first heat exchanger 120 and the heat absorbed by the radiator 3121 from the external environment. Then, the electric drive coolant of the first heat exchanger 120 exchanges heat with the refrigerant, transferring the heat to the refrigerant in the refrigerant circulation system 10. When the refrigerant flows in the refrigerant circulation system 10, it will transfer another part of the heat to the refrigerant in the third heat exchanger 150. The refrigerant of the third heat exchanger 150 exchanges heat with the battery coolant, so that another part of the waste heat of the electric drive and the heat absorbed by the radiator 3121 from the external environment are transferred to the battery 321 for heating.

[0208] 3.6 Passenger cabin heating + battery heating (polar temperature, self-circulation technology) mode: In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is used as a condenser to release heat, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a non-working state, the hot core 3131 is in a non-working state, the compressor 110 is in a working state, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is in a working state, the second expansion valve 160 is in a working state, the first water pump 210 is in a working state, the second water pump 3112 is in a working state, the third water pump 322 is in a working state, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0209] In this mode, such as Figure 13As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the second heat exchanger 140 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the passenger compartment coolant in the second heat exchanger 140. This allows the second heat exchanger 140 to act as a condenser, releasing heat into the passenger compartment. The refrigerant flowing out of the refrigerant channel of the second heat exchanger 140 becomes a low-temperature, high-pressure liquid, and after passing through the first expansion valve 130, it becomes a low-temperature, low-pressure liquid refrigerant. Another portion of the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid, and after passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure liquid refrigerant flowing from the first expansion valve 130 and the second expansion valve 160 then flows into the refrigerant channel within the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to function as an evaporator, absorbing waste heat from the electric drive through the engine compartment coolant circulation system 30. The refrigerant flowing out of the refrigerant channel of the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a of the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0210] In the coolant circulation system, the first water pump 210 delivers the passenger cabin coolant, which has been heated by the second heat exchanger 140, to the hot core 220 (which is the hot core at this time) to complete the heating of the passenger cabin.

[0211] The second water pump 3112 sequentially delivers the electric drive coolant, after being cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant passage of the third heat exchanger 150, the coolant passage of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation. At this time, the first heat exchanger 120 and the third heat exchanger 150 are connected in series. The coolant flows from the battery coolant channel of the third heat exchanger 150 to the electric drive coolant channel of the first heat exchanger 120. In extremely cold weather, this transfers the heat released by the third heat exchanger 150 as a condenser to the first heat exchanger 120. Through heat exchange between the coolant and refrigerant in the first heat exchanger 120, the heat is transferred to the refrigerant circulation system 10 to maintain the self-circulation operation of the refrigerant circulation system 10 at low temperatures. Furthermore, during the flow of coolant from the battery coolant channel of the third heat exchanger 150 to the electric drive coolant channel of the first heat exchanger 120, it passes through the second water pump 3112. The second water pump 3112 absorbs heat to prevent frost formation and shutdown of the second water pump 3112 in extreme low-temperature weather. Meanwhile, since the refrigerant passage in the first heat exchanger 120 is connected to the refrigerant passage in the second heat exchanger 140, the refrigerant in the first heat exchanger 120 will also flow through the refrigerant passage in the second heat exchanger 140. Through heat exchange between the passenger compartment coolant and the refrigerant in the second heat exchanger 140, the excess heat in the refrigerant circulation system 10 is transferred to the passenger compartment coolant circulation system 20 and released into the passenger compartment for heating. This eliminates the need for the air-assisted electric heater in the passenger compartment or the high-pressure water heater on the coolant side in the traditional thermal management system, thereby greatly reducing the number of components in the vehicle's thermal management system and significantly reducing the complexity of the circuit.

[0212] Table 1 shows patterns 4.1-4.4 for scenarios where the external environment is in winter or spring / autumn. Among them,

[0213] 4.1 Battery heating mode (passenger cabin has no cooling / heating requirements): In this mode, the hot and cold core 220 is in a heat release state, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is not working, the third heat exchanger 150 is not working, the radiator 3121 is not working, the hot core 3131 is not working, the compressor 110 is not working, the first four-way valve 170 is not working, the first expansion valve 130 is not working, the second expansion valve 160 is not working, the first water pump 210 is not working, the second water pump 3112 is working, the third water pump 322 is working, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are proportionally adjusted, and the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0214] In this mode, such as Figure 14 As shown, the refrigerant circulation system 10 is not in operation. In the coolant circulation system, the second water pump 3112 sequentially delivers the coolant from the first heat exchanger 120 to the charging unit 3111a and the electric drive component 3111b. Part of the electric drive coolant flows into the radiator 3121 and exits through the first connection port 1b of the four-way proportional valve 314 and then through the fourth connection port 4b of the four-way proportional valve 314. Another part of the electric drive coolant flows into the third connection port 3b of the four-way proportional valve 314 and exits through the fourth connection port 4b. The electric drive coolant exiting the fourth connection port 4b of the four-way proportional valve 314 sequentially flows through the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the coolant passage of the third heat exchanger 150, the coolant passage of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation. During this process, battery 321 can absorb the waste heat from the electric drive and the heat from the electric drive coolant in the first heat exchanger 120, which is used to heat battery 321. Furthermore, the proportional adjustment between the first connection port 1b and the fourth connection port 4b, and between the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 allows the valve to adjust the ratio of the electric drive coolant flowing into the heat dissipation path 312 and directly through the electric drive path according to actual needs. This proportionally distributes the waste heat from the electric drive to the electric drive path and the heat dissipation path 312, controlling the flow rate of coolant in the electric drive path to control the amount of waste heat absorbed by battery 321, and adjusting the amount of waste heat absorbed by battery 321 according to the ambient temperature. For example, in spring and autumn, some of the waste heat can be distributed to the heat dissipation path 312; in winter, all the waste heat is distributed to the electric drive path for heating battery 321.

[0215] 4.2 Heat pump system heating battery (heat pump system absorbs waste heat from electric drive) mode: In this mode, the cold and hot cores 220 are not working, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is not working, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is not working, the hot core 3131 is not working, the compressor 110 is working, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is not working, the second expansion valve 160 is working, the first water pump 210 is not working, the second water pump 3112 is working, the third water pump 322 is working, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0216] In this mode, such as Figure 15 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0217] In the coolant circulation system, the second water pump 3112 sequentially delivers the electric drive coolant, cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. The third water pump 322 sequentially delivers the battery coolant, heated by the third heat exchanger 150, to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, before returning to the third water pump 322 to complete the battery coolant circulation. During this process, the first heat exchanger 120 absorbs waste heat from the electric drive and transfers this heat to the battery 321 through heat exchange with the third heat exchanger 150, for heating the battery 321.

[0218] 4.3 Heat pump system heating battery (heat pump absorbs waste heat from electric drive + ambient heat) mode: In this mode, the cold and hot cores 220 are not working, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is not working, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is in a heat absorption state, the hot core 3131 is not working, the compressor 110 is working, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is not working, the second expansion valve 160 is working, the first water pump 210 is not working, the second water pump 3112 is working, the third water pump 322 is working, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the second opening 2c of the second four-way valve 330 are connected, and the third opening 3c and the fourth opening 4c are connected.

[0219] In this mode, such as Figure 16As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive and heat from the external environment through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0220] In the coolant circulation system, the second water pump 3112 sequentially delivers the electric drive coolant, cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the radiator 3121, the first connection port 1b and the fourth connection port 4b of the four-way proportional valve 314, and the first opening 1c and the second opening 2c of the second four-way valve 330, before returning to the second water pump 3112 to complete the circulation of the electric drive coolant. The third water pump 322 sequentially delivers the battery coolant, heated by the third heat exchanger 150, to the coolant channel of the battery 321, the third opening 3c and the fourth opening 4c of the second four-way valve 330, before returning to the third water pump 322 to complete the battery coolant circulation. During this process, the first heat exchanger 120 absorbs waste heat from the electric drive and heat absorbed by the radiator 3121 from the external environment, and transfers this heat to the battery 321 through heat exchange with the third heat exchanger 150 for heating the battery 321.

[0221] 4.4 Heat pump system heating battery (refrigerant self-circulation technology) mode: In this mode, the cold and hot cores 220 are not working, the first heat exchanger 120 is used as an evaporator to absorb heat, the second heat exchanger 140 is not working, the third heat exchanger 150 is used as a condenser to release heat, the radiator 3121 is not working, the hot core 3131 is not working, the compressor 110 is working, the first port 1a and the second port 2a of the first four-way valve 170 are connected, the third port 3a and the fourth port 4a are connected, the first expansion valve 130 is not working, the second expansion valve 160 is working, the first water pump 210 is not working, the second water pump 3112 is working, the third water pump 322 is working, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314 are connected, the first opening 1c and the fourth opening 4c of the second four-way valve 330 are connected, and the third opening 3c and the second opening 2c are connected.

[0222] In this mode, such as Figure 17 As shown, in the refrigerant circulation system 10, the high-temperature, high-pressure gaseous refrigerant flowing out of the compressor 110 flows into the refrigerant channel of the third heat exchanger 150 through the first port 1a and the second port 2a of the first four-way valve 170, transferring heat to the battery coolant in the third heat exchanger 150. This allows the third heat exchanger 150 to act as a condenser, releasing heat to the battery 321. The refrigerant flowing out of the refrigerant channel of the third heat exchanger 150 becomes a low-temperature, high-pressure liquid. After passing through the second expansion valve 160, it becomes a low-temperature, low-pressure liquid refrigerant. Then, the low-temperature, low-pressure liquid refrigerant flowing out of the second expansion valve 160 flows into the refrigerant channel of the first heat exchanger 120. The refrigerant in the first heat exchanger 120 exchanges heat with the electric drive coolant, allowing the first heat exchanger 120 to act as an evaporator, absorbing waste heat from the electric drive through the cabin coolant circulation system 30. The refrigerant flowing out of the refrigerant passage in the first heat exchanger 120 becomes a high-temperature, low-pressure liquid, and then flows into the compressor 110 through the fourth port 4a and the third port 3a in the first four-way valve 170. After passing through the compressor 110, it becomes a high-temperature, high-pressure gaseous refrigerant for the next cycle.

[0223] In the coolant circulation system, the second water pump 3112 sequentially delivers the electric drive coolant, after being cooled by the first heat exchanger 120, to the charging unit 3111a, the electric drive component 3111b, the third connection port 3b and the fourth connection port 4b of the four-way proportional valve 314, the first opening 1c and the fourth opening 4c of the second four-way valve 330, the third water pump 322, the battery coolant passage of the third heat exchanger 150, the coolant passage of the battery 321, the third opening 3c and the second opening 2c of the second four-way valve 330, and then returns to the second water pump 3112 to complete the coolant circulation. During this process, the first heat exchanger 120 and the third heat exchanger 150 are connected in series and absorb waste heat from the electric drive. During the heat circulation process of the first heat exchanger 120 and the third heat exchanger 150, the heat is transferred to the battery 321 for heating.

[0224] Example 2

[0225] This embodiment provides a vehicle, including the thermal management system of the vehicle in Embodiment 1.

[0226] Specifically, such as Figures 1-17 As shown, the vehicle's thermal management system involves components such as the air conditioner, the motor located in the engine compartment, the charger, and the battery 321. By controlling the connection and disconnection of different openings of the first four-way valve 170, the second four-way valve 330, and the four-way proportional valve 314, it selectively connects the various circuits between the refrigerant circulation system 10, the passenger compartment coolant circulation system 20, and the engine compartment coolant circulation system 30, thereby enabling thermal management of the vehicle's passenger compartment and engine compartment. In this vehicle's thermal management system, the flammable and environmentally friendly refrigerant can exchange heat through two parallel circuits, preventing combustion and potential hazards caused by excessive refrigerant charge or leakage into the passenger compartment. Therefore, this vehicle's thermal management system has the advantage of being applicable to refrigerants requiring secondary circuits. Furthermore, by controlling the refrigerant flow, the vehicle's thermal management system can achieve cooling or heating of the passenger compartment and battery 321 through heat exchange via heat exchangers, eliminating the need for additional components such as electric heaters on the passenger compartment and battery 321 sides. This significantly reduces the number of components in the vehicle's thermal management system and greatly reduces the complexity of the circuits. Furthermore, the vehicle's thermal management system generates heat through a refrigerant self-circulation process, eliminating the need for high-speed rotating components like motors, thus enhancing the reliability of the refrigerant circulation system 10. Simultaneously, its heating efficiency is higher than that of a stalled motor. Moreover, the distribution of heat and cold in the coolant circulation system of the vehicle's thermal management system is achieved through the control of simple valves, giving the vehicle's thermal management system the advantage of a simple overall structure.

[0227] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. A thermal management system for automobiles, comprising: A refrigerant circulation system, comprising a compressor, a first heat exchanger, a first expansion valve, a second heat exchanger, a third heat exchanger, a second expansion valve, and a first flow path switching component, wherein the first heat exchanger has an independent refrigerant passage and an electrically driven coolant passage that are capable of heat transfer; and the second heat exchanger has an independent refrigerant passage and a passenger compartment coolant passage that are capable of heat transfer. The third heat exchanger has independent refrigerant channels and battery coolant channels that can transfer heat; the first heat exchanger, the second heat exchanger, and the third heat exchanger are all bidirectional heat exchangers; wherein... The first end of the refrigerant passage of the first heat exchanger is connected to the first end of the first expansion valve and the first end of the second expansion valve, respectively; the second end of the first expansion valve is connected to the first end of the refrigerant passage of the second heat exchanger, the second end of the second expansion valve is connected to the first end of the refrigerant passage of the third heat exchanger, and the first expansion valve and the second expansion valve are arranged in parallel. The first flow path switching component is disposed between the second end of the refrigerant passage of the compressor, the second end of the refrigerant passage of the first heat exchanger, the second end of the refrigerant passage of the second heat exchanger, and the second end of the refrigerant passage of the third heat exchanger, so as to selectively connect the second end of the refrigerant passage of the second heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the first heat exchanger in sequence, and to connect the second end of the refrigerant passage of the third heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the first heat exchanger in sequence, so that the first heat exchanger can be used as a condenser, and the second heat exchanger and the third heat exchanger can each be used as an evaporator, either separately or simultaneously; or, the second end of the refrigerant passage of the first heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the second heat exchanger in sequence, and to connect the second end of the refrigerant passage of the first heat exchanger, the first end of the compressor, the second end of the compressor, and the second end of the refrigerant passage of the third heat exchanger in sequence, so that the first heat exchanger can be used as an evaporator, and the second heat exchanger and the third heat exchanger can each be used as a condenser, either separately or simultaneously. Coolant circulation system, the coolant circulation system comprising: A passenger compartment coolant circulation system, wherein the passenger compartment coolant passage of the second heat exchanger is connected to the passenger compartment coolant circulation system; A cabin coolant circulation system, comprising an electric drive circulation loop and a battery circulation loop; The first end of the electric drive circulation loop is connected to the first end of the electric drive coolant channel of the first heat exchanger, and the second end of the electric drive circulation loop is connected to the second end of the electric drive coolant channel of the first heat exchanger. The first end of the battery circulation loop is connected to the first end of the battery coolant channel of the third heat exchanger, and the second end of the battery circulation loop is connected to the second end of the battery coolant channel of the third heat exchanger. The electric drive circulation loop includes an electric drive coolant flow path and a heat dissipation flow path. The electric drive coolant flow path includes an electric drive assembly and a second water pump connected in series. The electric drive circulation loop also includes a third flow path switching component, which is disposed between the electric drive coolant flow path and the heat dissipation flow path to selectively connect the electric drive coolant flow path independently to bypass the heat dissipation flow path, or to connect the electric drive coolant flow path and the heat dissipation flow path in series. The electric drive circulation loop also includes a hot core flow path, which is connected in parallel with the heat dissipation flow path. The hot core flow path includes a hot core, which is disposed between the electric drive assembly and the third flow path switching component, so that the third flow path switching component can also selectively connect the electric drive coolant flow path and the hot core flow path in series. The first end of the electric drive coolant flow path constitutes the first end of the electric drive circulation loop, and the second end of the electric drive coolant flow path constitutes the second end of the electric drive circulation loop. The heat core is located inside the air conditioning unit.

2. The automotive thermal management system as described in claim 1, wherein, The passenger compartment coolant circulation system includes a first water pump and a hot / cold core; the output end of the first water pump is connected to the input end of the hot / cold core, the output end of the hot / cold core is connected to the input end of the passenger compartment coolant passage of the second heat exchanger, and the output end of the passenger compartment coolant passage of the second heat exchanger is connected to the input end of the first water pump.

3. The automotive thermal management system as described in claim 1, wherein, The first flow path switching component is configured as a first four-way valve; The first four-way valve has a first port, a second port, a third port and a fourth port. The first port is connected to the second end of the compressor. The second port is connected to the second end of the refrigerant passage of the second heat exchanger and the second end of the refrigerant passage of the third heat exchanger, respectively. The third port is connected to the first end of the compressor. The fourth port is connected to the second end of the refrigerant passage of the first heat exchanger. When the first port of the first four-way valve is connected to the fourth port, and the second port is connected to the third port, the second end of the refrigerant passage of the second heat exchanger, the second port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the fourth port of the first four-way valve, the second end of the refrigerant passage of the first heat exchanger, the first end of the refrigerant passage of the first heat exchanger, the first expansion valve, and the first end of the refrigerant passage of the second heat exchanger can be connected in sequence to form a first refrigerant circulation loop; and the second end of the refrigerant passage of the third heat exchanger, the second port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the fourth port of the first four-way valve, the second end of the refrigerant passage of the first heat exchanger, the first end of the refrigerant passage of the first heat exchanger, the second expansion valve, and the first end of the refrigerant passage of the third heat exchanger can be connected in sequence to form a second refrigerant circulation loop; When the first port of the first four-way valve is connected to the second port, and the third port is connected to the fourth port, the second end of the refrigerant passage of the first heat exchanger, the fourth port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the second port of the first four-way valve, the second end of the refrigerant passage of the second heat exchanger, the first end of the refrigerant passage of the second heat exchanger, the first expansion valve, and the first end of the refrigerant passage of the first heat exchanger can be connected in sequence to form a third refrigerant circulation loop; and the second end of the refrigerant passage of the first heat exchanger, the fourth port and the third port of the first four-way valve, the first end of the compressor, the second end of the compressor, the first port and the second port of the first four-way valve, the second end of the refrigerant passage of the third heat exchanger, the second expansion valve, and the first end of the refrigerant passage of the first heat exchanger can be connected in sequence to form a fourth refrigerant circulation loop.

4. The thermal management system for an automobile as described in any one of claims 1-3, wherein, The cabin coolant circulation system also includes a second flow path switching component; The second flow path switching component is disposed between the electric drive circulation loop and the battery circulation loop to selectively set the electric drive circulation loop and the battery circulation loop in an independent manner, or to set the electric drive circulation loop and the battery circulation loop in series.

5. The automotive thermal management system as described in claim 4, wherein, The heat dissipation path includes a heat sink.

6. The automotive thermal management system as described in claim 5, wherein, The battery circulation loop includes a battery and a third water pump connected in series; the second end of the third water pump is connected to the first end of the battery coolant channel of the third heat exchanger, the second end of the battery coolant channel of the third heat exchanger is connected to the first end of the battery coolant channel, and the second end of the battery coolant channel is connected to the first end of the third water pump through the second flow path switching component, so as to selectively connect the second end of the battery coolant channel to the first end of the third water pump, so that the electric drive circulation loop and the battery circulation loop are set up independently of each other; or, the second end of the battery coolant channel is connected to the first end of the second water pump through the second flow path switching component, so as to selectively connect the second end of the battery coolant channel to the first end of the second water pump, so that the electric drive circulation loop and the battery circulation loop are set up in series.

7. The automotive thermal management system as described in claim 6, wherein, The second flow path switching component is configured as a second four-way valve; The second four-way valve has a first opening, a second opening, a third opening and a fourth opening. The first opening is connected to the third flow path switching component, the second opening is connected to the first end of the second water pump, the third opening is connected to the second end of the coolant channel of the battery, and the fourth opening is connected to the first end of the third water pump. When the first opening of the second four-way valve is connected to the second opening, and the third opening is connected to the fourth opening, the electric drive circulation loop and the battery circulation loop are set up independently of each other. When the first opening in the second four-way valve is connected to the fourth opening, and the third opening is connected to the second opening, the electric drive circulation loop and the battery circulation loop are connected in series.

8. The automotive thermal management system as described in claim 7, wherein, The third flow path switching component is configured as a four-way proportional valve; The four-way proportional valve has a first connection port, a second connection port, a third connection port and a fourth connection port. The first connection port is connected to the second end of the radiator, the second connection port is connected to the second end of the heat core, the third connection port is connected to the second end of the electric drive assembly, and the fourth connection port is connected to the first opening of the second four-way valve. The first end of the electric drive assembly is connected to the first end of the electric drive coolant channel of the first heat exchanger, the first end of the radiator is connected to the second end of the electric drive assembly, and the first end of the heat core is connected to the second end of the electric drive assembly. When the first connection port of the four-way proportional valve is connected to the fourth connection port, the electric drive coolant flow path and the heat dissipation flow path are arranged in series. When the first connection port and the second connection port of the four-way proportional valve are connected to the fourth connection port in proportion, the electric drive coolant flow path is set in series with the heat dissipation flow path and the hot core flow path in proportion, respectively. When the third connection port of the four-way proportional valve is connected to the fourth connection port, the electric drive coolant flow path is independently connected and bypasses the heat dissipation flow path and the hot core flow path; When the first connection port and the third connection port of the four-way proportional valve are connected to the fourth connection port in proportion, the electric drive coolant flow path is proportionally partially and independently connected and bypasses the heat dissipation flow path and the hot core flow path, while the other part is set in series with the heat dissipation flow path.

9. The automotive thermal management system as described in claim 8, wherein, The electric drive assembly includes a charging unit and an electric drive component. The first end of the charging unit is connected to the first end of the electric drive coolant channel of the first heat exchanger, and the second end of the charging unit is connected to the first end of the electric drive component. The second end of the electric drive component is connected to the third connection port of the four-way proportional valve, the first end of the radiator, and the first end of the heat core, respectively.

10. An automobile, comprising a thermal management system as described in any one of claims 1-9.

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