Thermal management system

Abstract

The application provides a kind of thermal management system, it is related to new energy vehicle field.The application provides a kind of thermal management system, comprising: six-way valve and multiple circuits, wherein multiple circuits include motor circuit, air heating circuit, heat dissipation circuit and refrigerant circuit, six-way valve is communicated by different communication ways and motor circuit, air heating circuit and heat dissipation circuit are communicated, so that motor circuit, heat dissipation circuit and air heating circuit constitute different circuits, to realize the functional requirement of passenger cabin, battery and motor under different working conditions, refrigerant circuit is exchanged with motor circuit and air heating circuit by the heat exchanger of setting refrigerating machine and evaporator, to realize the heating of battery and the indirect heating or cooling of passenger cabin, compared with the thermal management technology scheme used in prior art, the number of valve combination required by the thermal management system provided in the application is less, the versatility is high and the coverage function is more comprehensive, the manufacturing cost and weight are reduced under the premise of guaranteeing function and performance.

Description

Technical Field

[0001] This application relates to the field of new energy vehicles, and in particular to a thermal management system. Background Technology

[0002] Using direct cooling and heating technology for batteries in the thermal management solution of new energy vehicles can reduce the overall cost and weight of the vehicle, and also improve the cooling and heating efficiency of the battery, thereby reducing the overall energy consumption of the vehicle and shortening the charging time.

[0003] Existing vehicle thermal management solutions typically employ non-traditional solutions tailored to their respective new energy vehicle brands. However, these non-traditional solutions involve numerous refrigerant circuit valve combinations, making them difficult to integrate into modules. Consequently, they suffer from low versatility and incomplete functional coverage.

[0004] Therefore, existing vehicle thermal management solutions still have shortcomings in terms of having a large number of valve combinations, low versatility, and incomplete coverage of functions. Summary of the Invention

[0005] This application provides a thermal management system to solve the problems of existing vehicle thermal management solutions, such as numerous valve combinations, low versatility, and incomplete functional coverage.

[0006] In a first aspect, this application provides a thermal management system applied to a new energy vehicle, the new energy vehicle including a motor, a six-way valve, a battery, and a passenger compartment, characterized in that the thermal management system includes:

[0007] The motor circuit is used to regulate the motor temperature.

[0008] The heating circuit is used to regulate the temperature of the crew compartment.

[0009] A heat dissipation circuit is used to regulate the temperature of the motor circuit and the heating air circuit;

[0010] The refrigerant circuit is used to regulate the battery temperature of the battery and to assist in regulating the motor temperature and the passenger compartment temperature, wherein the refrigerant circuit is used to exchange heat between the motor circuit and the heating circuit;

[0011] The six-way valve includes six outlets. One or more of the six outlets are connected to the motor circuit, the heating circuit, and the heat dissipation circuit outside the six-way valve. The six outlets are connected in any two pairs inside the six-way valve. The six-way valve includes multiple connection methods. Under different connection methods, the two connected outlets are different, so that the motor circuit, the heat dissipation circuit, and the heating circuit form different circuits.

[0012] In one possible design, the first two adjacent outlets of the six-way valve are connected to the motor circuit, the second two adjacent outlets of the six-way valve are connected to the heat dissipation circuit, and the third two adjacent outlets of the six-way valve are connected to the warm air circuit.

[0013] In one possible design, the refrigerant circuit includes a high-pressure passage and a low-pressure passage. The high-pressure passage is equipped with multiple electronic expansion valves, and the low-pressure passage is equipped with a refrigerator and an evaporator. The high-pressure passage and the low-pressure passage are connected through the multiple electronic expansion valves.

[0014] The high-voltage path and the low-voltage path are also connected to the battery circuit.

[0015] In one possible design, the battery circuit includes a battery cold plate, with multiple shut-off valves connected to one side of the battery cold plate and respectively connected to the high-pressure passage and the low-pressure passage through the multiple shut-off valves. On the other side of the battery cold plate, the electronic expansion valve and the one-way valve are connected, wherein the outlet of the one-way valve is connected to the high-pressure passage. The battery cold plate is used for heat exchange with the battery, and the one-way valve is used to control the unidirectional flow of the high-pressure refrigerant.

[0016] In one possible design, the heat dissipation circuit includes a radiator and a fan arranged around the radiator for dissipating hot air around the radiator.

[0017] The two ends of the radiator are respectively connected to the corresponding outlets of the two adjacent outlets.

[0018] In one possible design, the heating circuit includes a heating water pump and a heat exchanger, the heat exchanger and the evaporator being arranged correspondingly, and a blower being arranged around the evaporator for exporting low-temperature air to the passenger compartment; one of the two third adjacent outlets of the six-way valve is connected to the heat exchanger, and the other outlet is connected to the heating water pump.

[0019] In one possible design, under the first connection mode of the six-way valve, the motor circuit, the heating circuit, and the heat dissipation circuit are connected in series to form a circuit.

[0020] In one possible design, under the first connection mode of the six-way valve, the low-pressure passage where the cooler is located is not connected to the battery circuit, so that the low-pressure passage where the evaporator is located is connected to the battery circuit.

[0021] In one possible design, under the second connection mode of the six-way valve, the motor circuit is connected to the heat dissipation circuit, but neither of them is connected to the heating circuit.

[0022] In one possible design, under the second connection mode of the six-way valve, the low-pressure passage where the evaporator is located is not connected to the battery circuit, so that the low-pressure passage where the cooler is located is connected to the battery circuit.

[0023] In one possible design, under the third connection mode of the six-way valve, the motor circuit, the heating circuit, and the heat dissipation circuit are each independent and not connected to each other.

[0024] In one possible design, under the fourth connection mode of the six-way valve, the motor circuit is connected to the heating circuit, but neither of them is connected to the heat dissipation circuit.

[0025] This application provides a thermal management system that uses different connection methods of a six-way valve to form different circuits for the motor circuit, heat dissipation circuit, and heating circuit, thereby meeting the functional requirements of the passenger compartment, battery, and motor under different operating conditions. The refrigerant circuit exchanges heat with the motor circuit and heating circuit through a set refrigerator and evaporator, thereby achieving heating of the battery and indirect heating or cooling of the passenger compartment. Compared with the thermal management technology solutions used in the prior art, the thermal management system provided by this application requires fewer valve combinations, has higher versatility, and covers more comprehensive functions, reducing manufacturing costs and weight while ensuring functionality and performance. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A schematic diagram of the first connection mode of the six-way valve of the thermal management system provided in the embodiments of this application;

[0028] Figure 2 A schematic diagram of the second connection method of the six-way valve of the thermal management system provided in the embodiments of this application;

[0029] Figure 3 A schematic diagram of the third connection method of the six-way valve of the thermal management system provided in the embodiments of this application;

[0030] Figure 4 This is a schematic diagram of the fourth connection method of the six-way valve of the thermal management system provided in the embodiments of this application. Detailed Implementation

[0031] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without inventive effort are within the scope of protection of this invention.

[0032] The terms "first," "second," "third," "fourth," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0033] The HVAC (Heating, Ventilation, Air-conditioning and Cooling) system in automotive thermal management systems needs to regulate the temperature of the passenger compartment in new energy vehicles to provide a comfortable environment. At the same time, the batteries and motors of new energy vehicles generate heat during operation. In order to ensure that the batteries or motors operate at the optimal temperature to enhance the driving range of electric vehicles, the temperature of the batteries or motors is usually regulated. Therefore, thermal management of the passenger compartment, battery and motor is required to improve the energy utilization efficiency of new energy vehicles.

[0034] The direct cooling and heating technology used in existing vehicle thermal management solutions can reduce the overall cost and weight of the vehicle and improve the cooling and heating efficiency of the battery, thereby reducing the overall energy consumption of the vehicle and shortening the charging time. However, vehicle manufacturers generally adopt non-traditional thermal management solutions for their own new energy vehicles. These non-traditional thermal management solutions use a large number of refrigerant circuit valve combinations, which are not easy to integrate into modules, resulting in low versatility and incomplete functional coverage.

[0035] This application provides a thermal management system, including a six-way valve 100 and multiple circuits, wherein the multiple circuits include a motor circuit 200, a heating circuit 300, a cooling circuit 400, and a refrigerant circuit 500. The six-way valve 100 connects the motor circuit 200, the heating circuit 300, and the cooling circuit 400 through different connection methods, so that the motor circuit 200, the cooling circuit 400, and the heating circuit 300 form different circuits, thereby meeting the functional requirements of the passenger compartment, battery, and motor 201 under different operating conditions. The six-way valve 100 includes a first outlet 1 to a sixth outlet 6. The components are labeled 1-6 respectively. The first two adjacent outlets of the six-way valve 100, namely the third outlet 3 and the fourth outlet 4, are connected to the motor circuit. The second two adjacent outlets of the six-way valve 100, namely the first outlet 1 and the second outlet 2, are connected to the heat dissipation circuit. The third two adjacent outlets of the six-way valve, namely the fifth outlet 5 and the sixth outlet 6, are connected to the heating circuit. The refrigerant circuit 500 includes a compressor, a muffler, a high-pressure passage 501, and a low-pressure passage 502. The high-pressure passage 501 and the low-pressure passage 502 exchange heat through a coaxial tube 504. In the high-pressure passage 501... The system includes a second shut-off valve 5011, a condenser 5012, a liquid storage tank, and multiple electronic expansion valves. The high-pressure passage 501 and low-pressure passage 502 are connected to the battery circuit 503 via a first shut-off valve 5033 and a third shut-off valve 5034, respectively. A three-way proportional valve 505 is also installed on the high-pressure passage 501 to control the flow direction of the high-pressure refrigerant. The battery circuit 503 includes a battery cooling plate 5031 and a one-way valve 5035. The battery cooling plate 5031 and the battery together constitute the battery pack, and the battery circuit 503 achieves its function by adjusting the temperature of the battery cooling plate 5031. For direct heating or cooling of the battery, the first shut-off valve 5033 is connected to one of the outlets of the three-way proportional valve 505 on the side away from the battery cold plate 5031, and the outlet of the one-way valve 5035 is connected to the high-pressure passage 501 before the liquid storage tank to control the unidirectional flow of the high-pressure refrigerant. The first electronic expansion valve 5015 of the multiple electronic expansion valves in the high-pressure passage 501 is connected in series with the battery cold plate 5031, the second electronic expansion valve 5014 is connected in series with the chiller 5021, and the third electronic expansion valve 5013 is connected in series with the evaporator 5022.

[0036] The motor circuit 200 includes a motor 201, a motor controller, a DC-DC converter / OBC (on-board charger), a motor water pump, and an expansion tank. After the heat-conducting fluid, such as antifreeze, flows out of the motor 201, it exchanges heat with the low-pressure, low-temperature refrigerant in the low-pressure passage 502 via a chiller 5021, thereby reducing the antifreeze temperature. The cooling circuit 400 includes a radiator 401 and a fan 402. The warm air circuit 300 includes a warm air water pump 301 and a warm air heat exchanger 302. The warm air heat exchanger 302 is correspondingly positioned to correspond with the evaporator 5022 in the low-pressure passage 502, and is surrounded by... A blower 303 blows humid, cold air toward the passenger compartment. After the antifreeze flows out from the heater pump 301, it undergoes heat exchange through the condenser 5012 in the high-pressure passage 501 to increase the temperature of the antifreeze, thereby heating the passenger compartment. In other words, heat exchange is achieved between the motor circuit 200 and the heater circuit 300 through the chiller 5021 and the evaporator 5022, thus indirectly heating or cooling the passenger compartment. Compared with the thermal management technology solutions used in the prior art, the thermal management system provided in this application requires fewer valve combinations, has higher versatility, and covers more comprehensive functions, reducing manufacturing costs and weight while ensuring functionality and performance.

[0037] Table 1 is a summary table of four connection modes of the six-way valve 100 in this application embodiment and their corresponding thermal management system effects, as shown in the table below. The first column represents the connection mode, the second column represents the specific connection mode of the main valve 100, the third column represents the opening ratio of the three-way proportional valve 505 (when the opening ratio of the three-way proportional valve 505 is 0%, the high-temperature, high-pressure refrigerant flowing from the compressor does not enter the battery circuit 503 through the first shut-off valve 5033), and the fourth column represents whether the third shut-off valve 5034 is open. That is, when the opening ratio of the three-way proportional valve 505 is not 0%, the high-temperature, high-pressure refrigerant does not pass through the third shut-off valve 5034, and when it passes through the first electronic expansion valve 5015... When the low-temperature, low-pressure refrigerant is in operation, the low-temperature, low-pressure refrigerant passes through the third shut-off valve 5034. The fifth column indicates whether the first electronic expansion valve 5015 is open, i.e., whether the high-temperature, high-pressure refrigerant has passed through the first electronic expansion valve 5015. The sixth column indicates whether the second electronic expansion valve 5014 is open, i.e., whether the high-temperature, high-pressure refrigerant has passed through the second electronic expansion valve 5014. The seventh column indicates whether the third electronic expansion valve 501 is open, i.e., whether the high-temperature, high-pressure refrigerant has passed through the first electronic expansion valve 5015. The eighth column indicates the thermal management effect. By switching between different connection methods, different thermal management effects are achieved, and they can be used interchangeably under some connection methods, thus achieving system energy saving.

[0038]

[0039] Table 1

[0040] The technical solutions of this application and how they solve the aforementioned technical problems are described in detail below using specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0041] Example 1

[0042] Figure 1 This is a schematic diagram of the first connection mode of the six-way valve of the thermal management system provided in this application embodiment. In the first connection mode, the first outlet 1 is connected to the third outlet 3, the second outlet 2 is connected to the sixth outlet 6, and the fourth outlet 4 is connected to the fifth outlet 5 inside the six-way valve 100. At this time, the opening rate of the three-way proportional valve 505 is 0%, the first electronic expansion valve 5015 and the second electronic expansion valve 5014 are both in the closed state, the third electronic expansion valve 5013 is in the fully open working mode, and the third shut-off valve 5034 is in the closed state, so that the motors connected to the six outlets of the six-way valve 100 return to their original positions. Circuit 200, heating circuit 300, and heat dissipation circuit 400 are connected in series to form a circuit, and the high-pressure passage 501 and low-pressure passage 502 in the refrigerant circuit 500 also form a circuit. At this time, the motor circuit 200, heating circuit 300, and heat dissipation circuit 400 are all connected. When the compressor in the refrigerant circuit 500 is in the off state and the heating water pump 301 is in the working state, the antifreeze is added to the circuit by using the expansion tank in the motor circuit as the filling port, and it begins to flow under the action of the motor water pump, thereby realizing the static filling of liquid in multiple circuits and completing the start-up preparation work of the thermal management system.

[0043] Furthermore, in the first connection mode, in single-cell cooling mode, the first electronic expansion valve 5015 is in working mode, the second electronic expansion valve 5014 and the third electronic expansion valve 5013 are both in the closed state, and the third shut-off valve 5034 is in the open state. When both the compressor and the heater pump 301 are in working state, the high-temperature and high-pressure gaseous refrigerant formed after being processed by the compressor enters the high-pressure passage 501. After the high-temperature and high-pressure gaseous refrigerant is rapidly cooled by the condenser 5012, it is converted into a high-temperature and high-pressure liquid refrigerant. At the same time, the condenser... 5012 transfers the heat obtained from the high-temperature, high-pressure gaseous refrigerant to the flowing medium in the heating circuit 300. After the high-temperature, high-pressure liquid refrigerant is cooled and depressurized by the first electronic expansion valve 5015, the resulting low-temperature, low-pressure gas-liquid mixture refrigerant absorbs the heat generated by the battery operation through the battery cooling plate 5031, thus cooling the battery. After flowing through the battery pack including the battery cooling plate 5031 and the battery, the low-temperature, low-pressure gaseous refrigerant, having absorbed the heat generated by the battery operation, flows to the compressor through the open third shut-off valve 5034 to re-form a high-temperature, high-pressure gaseous refrigerant, and further... The high-temperature, high-pressure gaseous refrigerant is formed and transfers heat to the flowing medium in the heater circuit 300 via the condenser 5012. In the motor circuit 200, when the antifreeze, under the action of the motor water pump, passes through the DC-DC converter / OBC (on-board charger), motor controller, and motor 201, the heat generated during operation is transferred to the flowing medium, such as the antifreeze. The antifreeze, after absorbing heat, enters the heater circuit 300 through the six-way valve 100. At this time, the flowing medium, such as the antifreeze, in the heater circuit 300 is still present in the condenser 5012, transferring heat to the heater. The heat in the air circuit 300 causes the antifreeze, which has absorbed the heat generated by the motor 201 and the heat transferred by the condenser 5012, to be sent again to the heat dissipation circuit 400 through the six-way valve 100 under the action of the heater pump 301. The heat is then dissipated to the surrounding environment through the cooperation of the radiator 401 and the fan 402. The cooled antifreeze is then sent to the motor circuit 200 through the six-way valve 100, thereby cooling the motor and transferring the heat from the battery and the motor 201 to the surrounding environment, thus effectively improving the heat utilization efficiency.

[0044] Furthermore, in the first connection mode, in the single-occupant cabin cooling or dehumidification mode, the third electronic expansion valve 5013 is in operation, the second electronic expansion valve 5014 and the first electronic expansion valve 5015 are both closed, and the third shut-off valve 5034 is closed. When both the compressor and the heater pump 301 are in operation, the high-temperature, high-pressure gaseous refrigerant formed after being processed by the compressor passes through the high-pressure passage 501 and is cooled and depressurized by the third electronic expansion valve 5013, forming a low-temperature, low-pressure gas-liquid mixture that enters the low-pressure passage 501. Evaporator 5022 in 02 lowers the ambient air temperature to form cold air, which is then blown into the passenger compartment by blower 303 to achieve cooling and dehumidification of the passenger compartment. Condenser 5012 provides heating compensation for the passenger compartment. At the same time, condenser 5012 dissipates the heat of the high-temperature and high-pressure gaseous refrigerant compressed by the compressor through the warm air circuit 300 and the heat dissipation circuit 400, so that the refrigerant in high-pressure passage 501 becomes a high-temperature and high-pressure liquid. The low-temperature and low-pressure refrigerant flows to the compressor after passing through evaporator 5022 and coaxial tube 504 in low-pressure passage 502. For motor circuit 200, when the antifreeze is pumped by the motor, it passes through the DC-DC converter / OBC (on-board charger), motor controller, and motor 201, transferring the heat generated during operation to the flowing medium such as antifreeze. After absorbing heat, the antifreeze enters the heater circuit 300 through the six-way valve 100. The heat in the refrigerant circuit is dissipated by the condenser 5012, which carries the heat from the high-temperature, high-pressure gaseous refrigerant to the heater circuit 300. The antifreeze is then sent to the cooling circuit 400 through the six-way valve 100. Through the cooperation of the radiator 401 and the fan 402, the antifreeze is further cooled down, and the cooled antifreeze is sent to the motor circuit 200 through the six-way valve 100, thereby cooling the motor.

[0045] Furthermore, in the first connection mode, the battery and the passenger compartment are simultaneously in cooling mode. The first electronic expansion valve 5015 and the third electronic expansion valve 5013 are both in operation, the second electronic expansion valve 5014 is closed, and the third shut-off valve 5034 is open. When the compressor and the heater pump 301 are both operating, the high-temperature, high-pressure gaseous refrigerant, after being processed by the compressor, passes through the high-pressure passage 501. After rapid heat dissipation by the condenser 5012, the high-temperature, high-pressure gaseous refrigerant is transformed into a high-temperature, high-pressure gaseous refrigerant. The condenser 5012 transfers the heat from the high-temperature, high-pressure gaseous refrigerant to the heating circuit 300. After the high-temperature, high-pressure gas-liquid mixture is cooled and depressurized by the first electronic expansion valve 5015 and the third electronic expansion valve 5013, a low-temperature, low-pressure gas-liquid mixture is formed. This mixture then enters the battery cooling plate 5031 and the evaporator 5022 in the low-pressure passage 502 to cool the battery that is paired with the battery cooling plate 5031. Simultaneously, the blower 303 blows the cold air formed by the evaporator 5022 towards the passenger compartment to cool the passengers. The crew compartment cooling system uses low-temperature, low-pressure gaseous refrigerant. After passing through the third shut-off valve 5034, the evaporator 5022 in the low-pressure passage 502, and the coaxial tube 504, the refrigerant flows to the compressor. In the motor circuit 200, when the antifreeze, under the action of the motor water pump, passes through the DC-DC converter / OBC (on-board charger), the motor controller, and the motor 201, the heat generated during operation is transferred to the flowing medium, such as the antifreeze. The antifreeze, having absorbed heat, enters the heater circuit 300 through the six-way valve 100. At this time, the heat generated in the heater circuit 300... The antifreeze also contains heat transferred from the condenser 5012 to the heating circuit 300. After absorbing heat, the antifreeze is then pumped through the six-way valve 100 to the cooling circuit 400 by the heating water pump 301. The radiator 401 and fan 402 work together to dissipate the heat to the surrounding environment, that is, to transfer the heat from the battery and the heat generated by the motor 201 to the surrounding environment. The cooled antifreeze is then sent to the motor circuit 200 through the six-way valve 100 to cool the motor, thereby effectively improving the heat utilization efficiency.

[0046] Example 2

[0047] Figure 2This is a schematic diagram of the second connection mode of the six-way valve of the thermal management system provided in this application embodiment. In the second connection mode, the first outlet 1 is connected to the fourth outlet 4, the second outlet 2 is connected to the third outlet 3, and the fifth outlet 5 is connected to the sixth outlet 6 inside the six-way valve 100. At this time, the opening rate of the three-way proportional valve 505 is 0%, the first electronic expansion valve 5015 and the second electronic expansion valve 5014 are both in the closed state, and the third electronic expansion valve 5013 is in the fully open working mode. At this time, it is the motor cooling mode and the passenger compartment heating mode. The second shut-off valve is in the closed state, so that the motor circuit 200 and the heat dissipation circuit 400 connected to the six outlets of the six-way valve 100 form a circuit. At this time, the warm air circuit 300 forms a separate circuit and is not connected to the motor circuit 200 and the heat dissipation circuit 400. When the refrigerant is processed by the compressor to form a high temperature and high pressure gaseous refrigerant and enters the high pressure passage 501, it exchanges heat with the flowing medium in the warm air circuit 300 through the condenser 5012. Heat is transferred to the antifreeze in the heating circuit 300. Since the heating circuit 300 is not connected to other circuits at this time, the heat obtained through the condenser 5012 continues to accumulate in the heating circuit 300 and heats the passenger compartment through the heating heat exchanger 302. Of course, a heater can be installed in the heating circuit 300 to further heat the passenger compartment and supplement the heat, thereby achieving heating for the passenger compartment. For the motor circuit 200, when the antifreeze is driven by the motor water pump, it passes through the DC-DC converter / OBC (on-board charger), the motor controller, and the motor 201. The heat generated by the operation of the motor 201 is transferred to the flowing medium such as the antifreeze. The antifreeze that has absorbed heat enters the cooling circuit 400 through the six-way valve 100. Through the cooperation of the radiator 401 and the fan 402, the antifreeze is cooled down and sent to the motor circuit 200 through the six-way valve 100 to cool the motor.

[0048] Furthermore, in the second connection mode, in the crew cabin heating mode, when the second electronic expansion valve 5014 is in working mode, the first electronic expansion valve 5015 and the third electronic expansion valve 5013 are both in the closed state, and the second shut-off valve is in the closed state. After the refrigerant is processed by the compressor to form a high-temperature and high-pressure gaseous refrigerant, it enters the high-pressure passage 501 and exchanges heat with the flowing medium in the heating circuit 300 through the condenser 5012 therein. The heating of the crew cabin is achieved through the heating heat exchanger 302. After the high-temperature and high-pressure refrigerant is processed into a low-temperature and low-pressure gas-liquid mixture by the second electronic expansion valve 5014, it exchanges heat with the antifreeze in the motor circuit 200 after absorbing heat from the motor through the chiller 5021 in the low-pressure passage 502. In the heat exchange process, when the temperature of the antifreeze in the motor circuit 200 is lower than the ambient temperature, heat is absorbed from the ambient environment through the Chiller 5021 and transferred to the low-temperature, low-pressure liquid refrigerant. The low-temperature, low-pressure gaseous refrigerant after absorbing the ambient heat is then sent back to the compressor for processing. The high-temperature, high-pressure gaseous refrigerant after being processed by the compressor is then passed through the condenser 5012 and the heater heat exchanger 302 to heat the passenger compartment. In other words, the passenger compartment is heated by absorbing the ambient heat, thereby improving the heat utilization efficiency. The antifreeze after heat exchange in the motor circuit 200 enters the heat dissipation circuit 400 through the six-way valve 100, which further cools the antifreeze. The cooled antifreeze is then sent back to the motor circuit 200 through the six-way valve 100 to cool the motor.

[0049] Furthermore, in the second connection mode, in the crew cabin heating mode, when both the first electronic expansion valve 5015 and the second electronic expansion valve 5014 are in working mode, the third electronic expansion valve 5013 is in the closed state, and the second shut-off valve is in the closed state, after the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, it enters the high-pressure passage 501 and exchanges heat with the flowing medium in the heating circuit 300 through the condenser 5012 therein to achieve heating of the crew cabin. The high-temperature, high-pressure gaseous refrigerant is then processed by the second electronic expansion valve 5014 into a low-temperature, low-pressure gas-liquid mixture refrigerant, which exchanges heat with the antifreeze in the motor circuit 200 after absorbing heat from the motor through the chiller 5021 in the low-pressure passage 502. When the temperature of the antifreeze in the motor circuit 200 is lower than the ambient temperature, the refrigerant... The refrigerant absorbs heat from the external environment through the Chiller 5021 and transfers it to the low-temperature, low-pressure gaseous refrigerant. The low-temperature, low-pressure gaseous refrigerant, after absorbing heat from the external environment, is then sent back to the compressor for further processing. Simultaneously, the high-temperature, high-pressure gaseous refrigerant is processed into a low-temperature, low-pressure gas-liquid mixture through the first electronic expansion valve 5015. This mixture then passes through the battery cooling plate 5031 in the battery circuit 503 to cool the battery, i.e., to absorb the heat generated by the battery. After transferring the heat from the battery to the low-temperature, low-pressure gaseous refrigerant in the low-pressure passage 502, the low-temperature, low-pressure gaseous refrigerant, having absorbed heat from the external environment and the battery, flows to the compressor to revert to a high-temperature, high-pressure gaseous refrigerant. This heat is then used to heat the passenger compartment through the condenser 5012 in the high-pressure passage 501 and the warm air heat exchanger 302 in the warm air circuit 300, thereby effectively improving the heat utilization efficiency.

[0050] Furthermore, in the second connection mode, in battery heating mode, when both the second electronic expansion valve 5014 and the third electronic expansion valve 5013 are in working mode, the first electronic expansion valve 5015 is in the closed state, the second shut-off valve is in the closed state, and the three-way proportional valve 505 is open at 100%, after the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, it enters the high-pressure passage 501. Since the three-way proportional valve 505 is open at 100%, the high-temperature, high-pressure gaseous refrigerant also passes through the first shut-off valve 5033, the battery cold plate 5031, and the one-way valve 5035 in the battery circuit 503. The battery is heated by the battery cold plate 5031. The high-temperature, high-pressure refrigerant flowing out of the one-way valve 5035 flows into the high-pressure passage 501 and then passes through the second electronic expansion valve 5014 and the third electronic expansion valve 5013. The refrigerant is processed into a low-temperature, low-pressure gas-liquid mixture. When the vehicle is charging and no one is in the vehicle, the evaporator 5022 transfers air heat to the low-temperature, low-pressure gaseous refrigerant. At the same time, it also exchanges heat with the motor 201 in the motor circuit 200 through the chiller 5021 in the low-pressure passage 502. The low-temperature, low-pressure gaseous refrigerant in the chiller 5021 absorbs the heat generated by the motor 201. The low-temperature, low-pressure gaseous refrigerant that has absorbed the heat generated by the motor 201 and the air heat obtained by the evaporator 5022 flows to the compressor to be re-formed into a high-temperature, high-pressure gaseous refrigerant. That is, it heats the battery by absorbing the heat generated by the motor 201 and the air heat, thereby improving the heat utilization efficiency.

[0051] Furthermore, in the second connection mode, the battery and the passenger compartment are simultaneously heated. When the second electronic expansion valve 5014 is in working mode, the first electronic expansion valve 5015 and the third electronic expansion valve 5013 are both closed, the second shut-off valve is closed, and the three-way proportional valve 505 is open between 0-100%. When the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, it enters the high-pressure passage 501. Since the three-way proportional valve 505 is open between 0-100%, the high-temperature, high-pressure refrigerant also passes through the first shut-off valve 5033, the battery cold plate 5031, and the one-way valve 5035 in the battery circuit 503. The battery cold plate 5031 heats the battery, and the refrigerant flows through the condenser 5012 in the high-pressure passage 501 and the warm air circuit 300. Medium heat exchange allows the flowing medium, after absorbing heat, to heat the passenger compartment via the warm air heat exchanger 302. The high-temperature, high-pressure gaseous refrigerant flowing out of the one-way valve 5035 flows into the high-pressure passage 501 and is then processed by the second electronic expansion valve 5014 into a low-temperature, low-pressure gas-liquid mixture refrigerant. The low-temperature, low-pressure gas-liquid mixture refrigerant exchanges heat with the antifreeze in the motor circuit 200 after absorbing heat from the motor through the chiller 5021 in the low-pressure passage 502, thereby absorbing heat from the air around the motor 201. The low-temperature, low-pressure gaseous refrigerant after absorbing heat from the air around the motor 201 flows to the compressor through the coaxial tube 504 to be re-formed into a high-temperature, high-pressure gaseous refrigerant. In other words, by absorbing heat from the air around the motor, it heats the battery and passenger compartment, thereby effectively improving the heat utilization efficiency.

[0052] Example 3

[0053] Figure 3This is a schematic diagram of the third connection mode of the six-way valve of the thermal management system provided in this application embodiment. In the third connection mode, the first outlet 1 is connected to the second outlet 2, the third outlet 3 is connected to the fourth outlet 4, and the fifth outlet 5 is connected to the sixth outlet 6 inside the six-way valve 100. At this time, the opening rate of the three-way proportional valve 505 is 0%, the first electronic expansion valve 5015, the second electronic expansion valve 5014, and the third electronic expansion valve 5013 are all in the closed state, and the third shut-off valve is in the closed state. This allows the motor circuit 200, the heat dissipation circuit 400, and the warm air circuit 3 connected to the six outlets of the six-way valve 100 to be connected. Each circuit 00 forms its own independent circuit and is not connected to other circuits. When the compressor in the refrigerant circuit 500 is in the off state and the motor circuit 200 is in the heat storage mode, no high-temperature and high-pressure refrigerant or low-temperature and low-pressure refrigerant is generated in the refrigerant circuit 500. The heater pump 301 in the heater circuit 300 is also in the off state. Only the motor 201 in the motor circuit 200 is in the working state. Since the heat generated by the motor 201 is not dissipated through the heat dissipation circuit 400, heat is stored in the motor circuit 200 to heat the motor 201, so that the motor 201 operates at a suitable temperature.

[0054] Furthermore, in the third connection mode, in the crew cabin heating mode, when both the first electronic expansion valve 5015 and the third electronic expansion valve 5013 are closed, the second electronic expansion valve 5014 is in operation, and the compressor and heater pump 301 are also in operation, after the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, and enters the high-pressure passage 501, it is processed by the second electronic expansion valve 5014 to form a low-temperature, low-pressure gas-liquid mixture refrigerant that passes through the Chiller 5021. At this time, the motor circuit 200 is not connected to other circuits, and the heat generated by the motor 201 accumulates in the motor circuit 200. This process allows the low-temperature, low-pressure gaseous refrigerant in the Chiller 5021 to absorb the heat generated by the motor 201 and the accumulated heat in the motor circuit 200. The cooled, low-pressure gaseous refrigerant, after absorbing the heat from the motor 201 and the accumulated heat in the motor circuit 200, is then sent to the compressor for further processing, reverting to a high-temperature, high-pressure gaseous refrigerant. The heat from this high-temperature, high-pressure gaseous refrigerant then passes through the condenser 5012 and the heater heat exchanger 302 to heat the passenger compartment. In other words, the passenger compartment is heated by absorbing the heat generated by the motor 201 and the accumulated heat in the motor circuit 200, thus providing… This effectively improves heat utilization efficiency. When the temperature of the flowing medium, such as antifreeze, in the motor circuit 200 is detected to be lower than the preset value, the operating temperature of the motor 201 needs to be adjusted by switching the active heating mode of the motor 201 to generate heat. The heat in the motor circuit 200 is then transferred to the low-temperature, low-pressure gaseous refrigerant through the Chiller 5021 in the low-pressure passage 502. The low-temperature, low-pressure gaseous refrigerant that has absorbed the heat from the motor circuit 200 is then sent to the compressor for processing. This allows the heat from the high-temperature, high-pressure gaseous refrigerant to be re-formed, which then heats the passenger compartment through the condenser 5012 and the warm air heat exchanger 302. When switching to electric... After the engine 201 enters active heating mode and a preset time has elapsed, if the temperature of the antifreeze in the motor circuit 200 is still lower than the preset value, the heater in the warm air circuit 300 is activated to heat the flowing medium in the warm air circuit 300. The heated flowing medium then obtains heat from the high-temperature and high-pressure liquid refrigerant through the condenser 5012 and uses the warm air heat exchanger 302 to heat the passenger compartment. In other words, the passenger compartment is heated by absorbing heat from the motor circuit 200, resulting in less heat loss. This effectively improves the heat utilization efficiency while reducing the number of valve combinations required.

[0055] Furthermore, in the third connection mode, in the crew cabin heating mode, when both the second electronic expansion valve 5014 and the third electronic expansion valve 5013 are closed, the first electronic expansion valve 5015 is in operation, and the compressor and heater pump 301 are also in operation, and the third shut-off valve 5034 is open, the motor circuit 200 is in heat storage mode. When the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, and enters the high-pressure passage 501, it is then processed by the first electronic expansion valve 5015 to form a low-temperature, low-pressure gas-liquid mixture refrigerant that passes through the battery cooling plate 5031 to achieve heating of the battery that cooperates with the battery cooling plate 5031. The heat generated during operation is absorbed and sent to the compressor for processing via the third shut-off valve 5034 of the low-pressure passage 502 and the high-pressure passage 501 in the refrigerant circuit 500. This process re-forms a high-temperature, high-pressure gaseous refrigerant, which then transfers the heat to the flow medium in the warm air circuit 300 through the condenser 5012. The flow medium, after absorbing the heat from the high-temperature, high-pressure liquid refrigerant through the condenser 5012, heats the passenger compartment via the warm air heat exchanger 302. In other words, the passenger compartment is heated by absorbing the heat generated during battery operation, without the need for additional valve combinations, thus effectively improving the heat utilization efficiency.

[0056] Furthermore, in the third connection mode, in the crew cabin heating mode, when both the first electronic expansion valve 5015 and the second electronic expansion valve 5014 are in working condition, the third electronic expansion valve 5013 is in closed condition, and the compressor and heater pump 301 are in working condition, and the third shut-off valve 5034 is in open condition, the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, which enters the high-pressure passage 501 and passes through the low-temperature, low-pressure gas-liquid mixture formed by the first electronic expansion valve 5015 and the second electronic expansion valve 5014 respectively. This mixture then passes through the battery cooling plate 5031 and the chiller 5 in the low-pressure passage 502. 021, to absorb the heat generated by the battery operation and the heat in the motor circuit 200, and send the low-temperature, low-pressure gaseous refrigerant after absorbing heat back to the compressor for processing, so that the heat in the newly formed high-temperature, high-pressure gaseous refrigerant is transferred to the flow medium in the heating circuit 300 through the condenser 5012. After the flow medium absorbs the heat in the high-temperature, high-pressure gaseous refrigerant through the condenser 5012, it heats the passenger compartment through the heating heat exchanger 302. That is, by absorbing the heat in the battery and the motor circuit 200, the passenger compartment is heated without the need for additional valve combinations, thereby effectively improving the heat utilization efficiency.

[0057] Furthermore, in the third connection mode, in battery heating mode, when the second electronic expansion valve 5014 is in working state, the first electronic expansion valve 5015 and the third electronic expansion valve 5013 are both in closed state, and at this time the three-way proportional valve 505 opening rate is 100%, the compressor is in working state while the warm air water pump 301 is in closed state, and the third shut-off valve 5034 is in closed state, after the refrigerant is processed by the compressor to form a high-temperature and high-pressure gaseous refrigerant, since the three-way proportional valve 505 opening rate is 100%, the high-temperature and high-pressure gaseous refrigerant passes through the first shut-off valve 5033, the battery cold plate 5031, and the one-way valve 5035 in the battery circuit 503. The high-temperature and high-pressure gaseous refrigerant heats the battery when passing through the battery cold plate 5031. The high-temperature and high-pressure gaseous refrigerant flowing out of the one-way valve 5035 flows into the high-pressure passage 501 and is then processed by the second electronic expansion valve 5014 into a low-temperature and low-pressure gas-liquid mixture refrigerant. The low-temperature and low-pressure gaseous refrigerant passes through the low-pressure The chiller 5021 in passage 502 absorbs heat from the motor circuit 200 and sends the low-temperature, low-pressure gaseous refrigerant after absorbing heat back to the compressor for processing. This allows the heat in the newly formed high-temperature, high-pressure gaseous refrigerant to be transferred to the battery cooling plate 5031 to heat the battery. In other words, the battery is heated by absorbing heat from the motor circuit 200. When the temperature of the flowing medium such as antifreeze in the motor circuit 200 is detected to be lower than the preset value, the active heating mode of the motor 201 is switched to increase the heat in the motor circuit 200. This allows the low-temperature, low-pressure gaseous refrigerant in the chiller 5021 to be sent to the compressor after absorbing heat from the motor circuit 200. This allows the heat in the newly formed high-temperature, high-pressure gaseous refrigerant to be transferred to the battery cooling plate 5031 to heat the battery, thereby effectively improving the heat utilization efficiency. Since the heater pump 301 is in the off state, the passenger compartment is not heated at this time.

[0058] Furthermore, in the third connection mode, in battery heating mode, when both the second electronic expansion valve 5014 and the third electronic expansion valve 5013 are in working condition, the first electronic expansion valve 5015 is in closed condition, and the three-way proportional valve 505 is 100% open, the compressor and the warm air pump 301 are in working condition, and the third shut-off valve 5034 is in closed condition, the refrigerant, after being processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, passes through the first shut-off valve 5033, the battery cold plate 5031, and the one-way valve 5035 in the battery circuit 503. The high-temperature, high-pressure refrigerant heats the battery as it passes through the battery cold plate 5031. The high-temperature, high-pressure gaseous refrigerant flowing out of the one-way valve 5035 flows into the high-pressure passage 501 and then passes through the second electronic expansion valve 5014 and the third electronic expansion valve 5013. The refrigerant is a low-temperature, low-pressure gas-liquid mixture. After passing through the chiller 5021 and evaporator 5022 in the low-pressure passage 502, the low-temperature, low-pressure gaseous refrigerant absorbs heat from the motor circuit 200 via the chiller 5021 and from the passenger compartment air via the evaporator 5022. This low-temperature, low-pressure gaseous refrigerant, having absorbed heat from the motor circuit 200 and the passenger compartment air, is then sent to the compressor for processing. The heat from the newly formed high-temperature, high-pressure gaseous refrigerant is transferred to the battery cooling plate 5031 to heat the battery. In other words, by absorbing heat from the motor circuit 200 and the passenger compartment air, the battery is heated, effectively improving heat utilization efficiency. This allows the battery temperature to rise rapidly when there are no passengers in the vehicle and charging is required, enabling charging at a suitable battery temperature and improving charging efficiency.

[0059] Furthermore, in the third connection mode, the battery and the passenger compartment are simultaneously heated. When the second electronic expansion valve 5014 is in operation, the first electronic expansion valve 5015 and the third electronic expansion valve 5013 are both closed, and the three-way proportional valve 505 is open between 0-100%. The compressor and the heater pump 301 are in operation, and the third shut-off valve 5034 is closed. After the refrigerant is processed by the compressor to form a high-temperature, high-pressure gaseous refrigerant, the three-way proportional valve 5015... The operating rate is between 0-100%. High-temperature, high-pressure gaseous refrigerant, after passing through condenser 5012, forms high-temperature, high-pressure liquid refrigerant. This allows heat from the liquid refrigerant to be transferred to the flowing medium in the warm air circuit 300. Since the warm air water pump 301 is operational, the flowing medium, having absorbed heat, heats the surrounding air as it passes through the warm air heat exchanger 5022. This, combined with the blower 303 and the heat exchanger 5022, facilitates the exchange of warm air heat. The hot air around the device 5022 is blown towards the passenger compartment, thereby heating the passenger compartment. At the same time, the high-temperature and high-pressure gaseous refrigerant also passes through the first shut-off valve 5033, the battery cold plate 5031, and the one-way valve 5035 in the battery circuit 503. The high-temperature and high-pressure gaseous refrigerant heats the battery when passing through the battery cold plate 5031. The high-temperature and high-pressure gaseous refrigerant flowing out of the one-way valve 5035 flows into the high-pressure passage 501 and is then processed by the second electronic expansion valve 5014 into a low-temperature and low-pressure gas-liquid mixture refrigerant. The low-temperature, low-pressure gaseous refrigerant absorbs heat from the motor circuit 200 through the chiller 5021 in the low-pressure passage 502. The low-temperature, low-pressure gaseous refrigerant that has absorbed heat from the motor circuit 200 is then sent to the compressor for processing. This allows the heat in the newly formed high-temperature, high-pressure gaseous refrigerant to be transferred to the battery cold plate 5031 to heat the battery and the passenger compartment. In other words, by absorbing heat from the motor circuit 200, the battery and the passenger compartment are heated, thereby effectively improving the heat utilization efficiency.

[0060] Example 4

[0061] Figure 4This is a schematic diagram of the fourth connection mode of the six-way valve of the thermal management system provided in this application embodiment. In the fourth connection mode, in the crew cabin heating mode, the first outlet 1 is connected to the second outlet 2, the third outlet 3 is connected to the sixth outlet 6, and the fifth outlet 5 is connected to the fourth outlet 4 inside the six-way valve 100. At this time, the opening rate of the three-way proportional valve 505 is 0%, the first electronic expansion valve 5015 and the second electronic expansion valve 5014 are both in the closed state, the third electronic expansion valve 5013 is in the fully open mode, and the third shut-off valve is in the closed state. This makes the motor circuit 200 and the heating circuit 300 connected to the six outlets of the six-way valve 100 form a circuit, and neither of them is connected to the heat dissipation circuit 400. When the compressor in the refrigerant circuit 500 is in the closed state and the heating water pump 301 is in the working state, no high temperature and high pressure gaseous refrigerant is generated in the refrigerant circuit 500, only in the motor circuit 200. When the motor 201 is in operation, the heat generated by the motor 201 is not dissipated through the heat dissipation circuit 400. Under the action of the motor water pump in the motor circuit 200, the flowing medium such as antifreeze in the motor circuit 200 enters the heating circuit 300. Since the heating water pump 301 is in operation, the high-temperature flowing medium entering the heating circuit 300 passes through the heating heat exchanger 5022. The air around the heating heat exchanger 5022 absorbs the heat of the flowing medium and forms hot air. With the cooperation of the blower 303, the hot air around the heating heat exchanger 5022 is blown towards the passenger compartment, thereby achieving heating of the passenger compartment. This effectively utilizes the heat generated by the motor circuit 200 and improves the heat utilization efficiency. By controlling the different connection methods inside the six-way valve 100, the number of unnecessary valve combinations is reduced.

[0062] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A thermal management system applied to a new energy vehicle, the new energy vehicle comprising a motor, a six-way valve, a battery, and a passenger compartment, characterized in that, The thermal management system includes: The motor circuit is used to regulate the motor temperature. The heating circuit is used to regulate the temperature of the crew compartment. A heat dissipation circuit is used to regulate the temperature of the motor circuit and the heating air circuit; The refrigerant circuit is used to regulate the battery temperature of the battery and to assist in regulating the motor temperature and the passenger compartment temperature, wherein the refrigerant circuit is used to exchange heat between the motor circuit and the heating circuit; The six-way valve includes six outlets. One or more of the six outlets are connected to the motor circuit, the heating circuit, and the heat dissipation circuit outside the six-way valve. The six outlets are connected in any two pairs inside the six-way valve. The six-way valve includes multiple connection methods. Under different connection methods, the two connected outlets are different, so that the motor circuit, the heat dissipation circuit, and the heating circuit form different circuits.

2. The thermal management system according to claim 1, characterized in that, The first two adjacent outlets of the six-way valve are connected to the motor circuit, the second two adjacent outlets of the six-way valve are connected to the heat dissipation circuit, and the third two adjacent outlets of the six-way valve are connected to the warm air circuit.

3. The thermal management system according to claim 2, characterized in that, The refrigerant circuit includes a high-pressure passage and a low-pressure passage. The high-pressure passage is equipped with multiple electronic expansion valves, and the low-pressure passage is equipped with a refrigerator and an evaporator. The high-pressure passage and the low-pressure passage are connected through the multiple electronic expansion valves. The high-voltage path and the low-voltage path are also connected to the battery circuit.

4. The thermal management system according to claim 3, characterized in that, The battery circuit includes a battery cold plate. Multiple shut-off valves are connected to one side of the battery cold plate and are respectively connected to the high-pressure passage and the low-pressure passage through the multiple shut-off valves. The electronic expansion valve and the one-way valve are connected to the other side of the battery cold plate. The outlet of the one-way valve is connected to the high-pressure passage. The battery cold plate is used for heat exchange with the battery, and the one-way valve is used to control the unidirectional flow of the high-pressure refrigerant.

5. The thermal management system according to claim 2, characterized in that, The heat dissipation circuit includes a radiator, and a fan is arranged around the radiator to exhaust the high-temperature air around the radiator. The two ends of the radiator are respectively connected to the corresponding outlets of the two adjacent outlets.

6. The thermal management system according to claim 3, characterized in that, The heating circuit includes a heating water pump and a heat exchanger. The heat exchanger and the evaporator are respectively arranged, and a blower is arranged around the evaporator to export low-temperature air to the passenger compartment. One of the two third adjacent outlets of the six-way valve is connected to the heat exchanger, and the other outlet is connected to the warm air pump.

7. The thermal management system according to claim 3, characterized in that, In the first connection mode of the six-way valve, the motor circuit, the heating circuit, and the heat dissipation circuit are connected in series to form a circuit.

8. The thermal management system according to claim 7, characterized in that, In the first connection mode of the six-way valve, the low-pressure passage where the refrigerator is located is not connected to the battery circuit, so that the low-pressure passage where the evaporator is located is connected to the battery circuit.

9. The thermal management system according to claim 3, characterized in that, In the second connection mode of the six-way valve, the motor circuit is connected to the heat dissipation circuit, but neither of them is connected to the heating circuit.

10. The thermal management system according to claim 9, characterized in that, In the second connection mode of the six-way valve, the low-pressure passage where the evaporator is located is not connected to the battery circuit, so that the low-pressure passage where the refrigerator is located is connected to the battery circuit.

11. The thermal management system according to claim 2, characterized in that, In the third connection mode of the six-way valve, the motor circuit, the heating circuit, and the heat dissipation circuit are independent and not connected to each other.

12. The thermal management system according to claim 2, characterized in that, In the fourth connection mode of the six-way valve, the motor circuit is connected to the heating circuit, but neither of them is connected to the heat dissipation circuit.

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