Automotive thermal management system, vehicle

Abstract

The embodiment of the application provides a kind of automobile thermal management system, vehicle, battery circulation loop includes battery heat exchange structure and battery cooler connected in turn;Motor circulation loop includes motor heat exchange structure;Air conditioning system loop includes compressor, waste heat recovery device and battery cooler, wherein, waste heat recovery device and battery cooler are located respectively in the upstream position of compressor;The structure can reduce arrangement space, reduce flow resistance, further can reduce the cost of system equipment.By switching the communication state of multi-way valve, multiple heat exchange modes can be realized, and further, in various application scenarios, through the outdoor heat exchanger and the waste heat recovery device, the system can absorb the waste heat from the air and the battery circulation loop, reduce the battery energy loss and increase the range.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle thermal management, in particular to an automobile thermal management system and a vehicle. BACKGROUND

[0002] For an electric vehicle, the battery is the only source of energy, and the performance of the air conditioning system of the electric vehicle is not only related to the comfort of the passenger cabin, but also affects the cruising range of the electric vehicle. The current electric vehicle air conditioning system has low energy utilization rate without cooperative management between the battery and the electric drive system. The distributed heat pump air conditioning system has high cost and is difficult to arrange. SUMMARY

[0003] The automobile thermal management system and the vehicle provided by the embodiments of the present application can at least improve the energy utilization rate between the current automobile air conditioning system, the battery and the electric drive system.

[0004] In a first aspect, the embodiments of the present application provide an automobile thermal management system, which comprises an air conditioning system loop, a motor circulation loop and a battery circulation loop; the battery circulation loop comprises a battery heat exchange structure and a battery cooler connected in sequence; the motor circulation loop comprises a motor heat exchange structure; the air conditioning system loop comprises a compressor, a waste heat recovery device and the battery cooler, wherein the waste heat recovery device and the battery cooler are located at an upstream position of the compressor respectively; a first passage outlet of the battery cooler is in communication with an inlet of the battery heat exchange structure, an outlet of the battery heat exchange structure is in communication with a first flow channel port of a multi-way valve, a first passage inlet of the battery cooler is in communication with a fifth flow channel port of the multi-way valve; an outlet of the motor heat exchange structure is in communication with a second flow channel port of the multi-way valve, a sixth flow channel port of the multi-way valve is in communication with an inlet of the motor heat exchange structure; a first passage outlet of the waste heat recovery device is in communication with a fourth flow channel port of the multi-way valve, an eighth flow channel port of the multi-way valve is in communication with a first passage inlet of the waste heat recovery device; a second passage of the waste heat recovery device is in communication with the air conditioning system loop, and a second passage of the battery cooler is in communication with the air conditioning system loop; the motor circulation loop further comprises a low-temperature radiator; wherein an outlet of the low-temperature radiator is in communication with a third flow channel port of the multi-way valve, and a seventh flow channel port of the multi-way valve is in communication with an inlet of the low-temperature radiator.

[0005] In some possible implementation manners, the air conditioning system loop further comprises an indoor condenser and an outdoor heat exchanger, wherein the compressor, the indoor condenser, the outdoor heat exchanger and the waste heat recovery device are sequentially communicated.

[0006] In some possible implementation manners, the air conditioning system loop further comprises an indoor evaporator; one end of the indoor evaporator is connected between the condenser and the outdoor heat exchanger, and the other end of the indoor evaporator is connected between the waste heat recovery device and the outdoor heat exchanger.

[0007] In some possible implementations, the battery cooler is connected between the indoor condenser and the indoor evaporator at one end and connected between the indoor evaporator and the compressor at the other end.

[0008] In some possible implementations, the motor circulation loop further comprises a power module heat exchange structure, which is arranged at an upstream position of the motor heat exchange structure.

[0009] In some possible implementations, the air conditioning system loop comprises a heating valve, a battery expansion valve, and an evaporator expansion valve; a heating outlet of the outdoor heat exchanger is connected to the second channel inlet of the waste heat recovery device through the heating valve, and a second channel outlet of the waste heat recovery device is connected to the inlet of the compressor; a refrigeration outlet of the outdoor heat exchanger is connected to the second channel inlet of the battery cooler through the battery expansion valve, and the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator through the evaporator expansion valve; the refrigeration outlet of the outdoor heat exchanger is connected to a first refrigeration loop and a second refrigeration loop; in the first refrigeration loop, when the evaporator expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor; in the second refrigeration loop, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the second channel inlet of the battery cooler, and the second channel outlet of the battery cooler is connected to the inlet of the compressor.

[0010] In some possible implementations, when the air conditioning system loop is in a heating mode, the outdoor heat exchanger functions as an evaporator to realize evaporation; when the air conditioning system loop is in a non-heating mode, the outdoor heat exchanger functions as a condenser to realize condensation.

[0011] In some possible implementations, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, and the battery in the battery heat exchange structure has a first refrigeration requirement, the second flow passage port of the multi-way valve is controlled to be in communication with the seventh flow passage port, the third flow passage port is controlled to be in communication with the sixth flow passage port, the motor and the power module are cooled by the low-temperature heat sink; the first flow passage port of the multi-way valve is controlled to be in communication with the fifth flow passage port; the compressor is controlled to be started, and the battery expansion valve is controlled to be turned on, so that the refrigerant output by the compressor is condensed in the outdoor heat exchanger, and the condensed refrigerant enters the battery cooler through the battery expansion valve and returns to the compressor.

[0012] In some possible implementation manners, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a refrigeration requirement,

[0013] The second flow passage port of the multi-way valve is communicated with the seventh flow passage port, and the third flow passage port is communicated with the sixth flow passage port, so that the motor and the power module are cooled by the low-temperature heat sink; the first flow passage port of the multi-way valve is communicated with the fifth flow passage port; the compressor is started, and the battery expansion valve and the evaporator expansion valve are turned on, the refrigerant output by the compressor enters the outdoor heat exchanger to be condensed, and the condensed refrigerant partially enters the battery cooler through the battery expansion valve and then returns to the compressor, and the other part enters the indoor evaporator to be evaporated and then returns to the compressor.

[0014] In some possible implementation manners, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, and it is determined that the motor circulating loop temperature meets the waste heat recovery condition, and the passenger compartment has a heating requirement, the second flow passage port of the multi-way valve is communicated with the eighth flow passage port, and the fourth flow passage port is communicated with the sixth flow passage port, so that the motor and the power module in the motor circulating loop are cooled after the cooling water of the motor circulating loop is cooled by the waste heat recovery device; the compressor is started, and the heating valve is turned on, the refrigerant output by the compressor enters the indoor condenser to be condensed and heat dissipated, and the condensed refrigerant sequentially enters the outdoor heat exchanger and the waste heat recovery device to be evaporated and then returns to the compressor.

[0015] In some possible implementation manners, when the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a heating requirement, the fifth flow passage port of the multi-way valve is communicated with the first flow passage port; the compressor is started, and the battery expansion valve is turned on, the refrigerant output by the compressor enters the indoor condenser to be condensed and heat dissipated, and the condensed refrigerant sequentially enters the outdoor heat exchanger and the battery cooler to be evaporated and then returns to the compressor.

[0016] In some possible implementation manners, when the battery in the battery heat exchange structure has a first refrigeration requirement and the passenger cabin has a dehumidification requirement, the fifth flow passage port and the first flow passage port of the multi-way valve are controlled to be in communication; the compressor is controlled to be started, and the battery expansion valve and the evaporator expansion valve are controlled to be turned on, and the refrigerant output by the compressor is sequentially introduced into the indoor condenser and the outdoor heat exchanger to be condensed and release heat, and the condensed refrigerant is sequentially introduced into the battery cooler and the indoor evaporator to be evaporated and absorb heat and then returned to the compressor.

[0017] In some possible implementation manners, when the battery in the battery heat exchange structure has a first refrigeration requirement and the passenger cabin has a dehumidification requirement, the fifth flow passage port and the first flow passage port of the multi-way valve are controlled to be in communication; the compressor is controlled to be started, and the battery expansion valve and the evaporator expansion valve are controlled to be turned on, and the refrigerant output by the compressor is sequentially introduced into the indoor condenser and the outdoor heat exchanger to be condensed and release heat, and the condensed refrigerant is sequentially introduced into the battery cooler and the indoor evaporator to be evaporated and absorb heat and then returned to the compressor.

[0018] In a second aspect, the embodiments of the present application further provide a vehicle, which can include the automobile thermal management system provided in the first aspect.

[0019] Through the above technical solution, by switching the communication state of the multi-way valve, multiple thermal management modes can be quickly and conveniently realized, and further, in multiple application scenarios, the system can absorb waste heat from air and a battery circulation loop through the outdoor heat exchanger and the waste heat recovery device, reduce battery energy loss, and increase the cruising range. BRIEF DESCRIPTION OF DRAWINGS

[0020] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0021] Figure 1 A simple structure schematic diagram of the automobile thermal management system provided by an embodiment of the present application;

[0022] Figure 2 A specific structure schematic diagram of the automobile thermal management system provided by an embodiment of the present application;

[0023] Figure 3A waterway integrated module diagram provided for an embodiment of the present application;

[0024] Figure 4 An integrated valve island diagram provided for an embodiment of the present application;

[0025] Figure 5 A first heat management mode diagram provided for an embodiment of the present application;

[0026] Figure 6 A second heat management mode diagram provided for an embodiment of the present application;

[0027] Figure 7 A third heat management mode diagram provided for an embodiment of the present application;

[0028] Figure 8 A fourth heat management mode diagram provided for an embodiment of the present application;

[0029] Figure 9 A fifth heat management mode diagram provided for an embodiment of the present application;

[0030] Figure 10 A sixth heat management mode diagram provided for an embodiment of the present application;

[0031] Figure 11 A seventh heat management mode diagram provided for an embodiment of the present application;

[0032] Figure 12 An eighth heat management mode diagram provided for an embodiment of the present application;

[0033] Figure 13 A ninth heat management mode diagram provided for an embodiment of the present application;

[0034] Figure 14 A tenth heat management mode diagram provided for an embodiment of the present application;

[0035] Figure 15 An eleventh heat management mode diagram provided for an embodiment of the present application;

[0036] Figure 16 A defrosting control diagram provided for an embodiment of the present application. DETAILED DESCRIPTION

[0037] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0038] Figure 1 A simple structure schematic diagram of an automobile thermal management system is provided for an embodiment of the present application.

[0039] Referring to Figure 1 As shown in the figure, the automobile thermal management system can include an air conditioning system circuit 10, a battery circulation circuit 20 and a motor circulation circuit 30.

[0040] In some embodiments, the battery circulation circuit includes a battery heat exchange structure and a battery cooler connected in sequence; the motor circulation circuit includes a motor heat exchange structure; the air conditioning system circuit includes a compressor, a waste heat recovery device and the battery cooler, wherein the waste heat recovery device and the battery cooler are located at an upstream position of the compressor respectively; a first passage outlet of the battery cooler is in communication with an inlet of the battery heat exchange structure, an outlet of the battery heat exchange structure is in communication with a first flow passage port of a multi-way valve, a first passage inlet of the battery cooler is in communication with a fifth flow passage port of the multi-way valve; an outlet of the motor heat exchange structure is in communication with a second flow passage port of the multi-way valve, a sixth flow passage port of the multi-way valve is in communication with an inlet of the motor heat exchange structure; a first passage outlet of the waste heat recovery device is in communication with a fourth flow passage port of the multi-way valve, an eighth flow passage port of the multi-way valve is in communication with a first passage inlet of the waste heat recovery device; a second passage of the waste heat recovery device is in communication with the air conditioning system circuit, a second passage of the battery cooler is in communication with the air conditioning system circuit; the motor circulation circuit further includes a low-temperature radiator; wherein an outlet of the low-temperature radiator is in communication with a third flow passage port of the multi-way valve, a seventh flow passage port of the multi-way valve is in communication with an inlet of the low-temperature radiator.

[0041] Based on the architecture of the automobile thermal management system provided in the above embodiments, the temperature carried by the cooling water in the motor circulation circuit can be recovered by the waste heat recovery device, and the recovered waste heat can be used by the air conditioning system circuit for secondary use, reducing the use of PTC in the air conditioning system circuit, thereby reducing energy consumption and increasing the cruising range. The cooling water cooled by the battery cooler can directly cool and dissipate heat for the battery of the battery heat exchange mechanism, reducing the low-temperature consumption of the cooling water and improving the cooling efficiency. The low-temperature radiator can dissipate heat for the motor circulation circuit, and on the other hand, the first passage of the waste heat recovery device can be connected in series with the motor circulation circuit by switching the connection state of the multi-way valve, so that the temperature carried by the cooling water in the motor circulation circuit is absorbed by the waste heat recovery device, thereby achieving the purpose of cooling and dissipating heat for the motor and the power module.

[0042] In some embodiments, the outlet of the compressor is connected with the inlet of the indoor condenser, the outlet of the indoor condenser is connected with the inlet of the outdoor heat exchanger through the first caliber expansion valve, the outlet of the outdoor heat exchanger is connected with the second channel inlet of the waste heat recovery device through the heating valve, the second channel outlet of the waste heat recovery device is connected with the inlet of the compressor; the outlet of the outdoor heat exchanger is also connected with the second channel inlet of the battery cooler through the high-pressure check valve and the battery expansion valve connected in sequence, and the second channel outlet of the battery cooler is connected with the inlet of the compressor.

[0043] In some embodiments, the air conditioning system circuit further comprises an indoor condenser and an outdoor heat exchanger, wherein the compressor, the indoor condenser, the outdoor heat exchanger and the waste heat recovery device are sequentially communicated.

[0044] In some embodiments, the air conditioning system circuit further comprises an indoor evaporator, one end of which is connected between the condenser and the outdoor heat exchanger, and the other end is connected between the waste heat recovery device and the outdoor heat exchanger.

[0045] In some embodiments, one end of the battery cooler is connected between the indoor condenser and the indoor evaporator, and the other end is connected between the indoor evaporator and the compressor.

[0046] In some embodiments, the motor circulation circuit further comprises a power module heat exchange structure, which is arranged at an upstream position of the motor heat exchange structure.

[0047] In some embodiments, the air conditioning system circuit comprises a heating valve, a battery expansion valve and an evaporator expansion valve; the heating outlet of the outdoor heat exchanger is connected with the second channel inlet of the waste heat recovery device through the heating valve, and the second channel outlet of the waste heat recovery device is connected with the inlet of the compressor; the cooling outlet of the outdoor heat exchanger is connected with the second channel inlet of the battery cooler through the battery expansion valve, and the cooling outlet of the outdoor heat exchanger is connected with the inlet of the indoor evaporator through the evaporator expansion valve; the cooling outlet of the outdoor heat exchanger is connected with the first cooling circuit and the second cooling circuit; in the first cooling circuit, when the evaporator expansion valve is turned on, the cooling outlet of the outdoor heat exchanger is connected with the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected with the inlet of the compressor; in the second cooling circuit, when the battery expansion valve is turned on, the cooling outlet of the outdoor heat exchanger is connected with the second channel inlet of the battery cooler, and the second channel outlet of the battery cooler is connected with the inlet of the compressor.

[0048] It should be noted that the connection (communication) in the embodiments of the present application can include direct connection (communication) or indirect connection (communication).

[0049] Figure 2 The specific structure schematic diagram of the thermal management system provided by an embodiment of the present application is shown.

[0050] Referring to Figure 2 As shown in the figure, the motor circulation loop 30 includes a motor 301, a power module 302, a multi-way valve 303, an electrically driven water pump 304, a low-temperature radiator 305, a waste heat recovery device 111, and two temperature sensors 306 (including 306a and 306b). Among them, the motor 301 includes a motor heat exchange structure, which is in communication with the motor circulation loop through the motor heat exchange structure, and the power module 302 includes a power module heat exchange structure, which is in communication with the motor circulation loop through the power module heat exchange structure; the electrically driven water pump 304 circulates the cooling water in the motor circulation loop by pumping, so as to realize cooling and heat dissipation of the motor 301 and the power module 302.

[0051] In some embodiments, the multi-way valve 303 includes at least 8 flow channels, corresponding to 8 flow ports. In an implementation, the multi-way valve 303 can be an eight-way valve 303 as shown in the figure. Figure 2 The first flow port to the eighth flow port of the multi-way valve 303 correspond to the first flow port to the eighth flow port of the eight-way valve 303, respectively. Figure 2

[0052] In some embodiments, the sixth flow port 6 of the multi-way valve 303 is connected with the input port of the electrically driven water pump 304, the output port of the electrically driven water pump 304 is connected with the inlet of the power module 302, the outlet of the power module 302 is connected with the inlet of the motor 301 in the motor heat exchange structure, and the outlet of the motor 301 is connected with the second flow port 2 of the multi-way valve 303. When the second flow port 2 of the multi-way valve 303 is in communication with the sixth flow port 6, the electrically driven water pump 304 can pump the cooling water to circulate in the motor circulation loop, so as to cool and heat dissipate the motor 301 and the power module 302.

[0053] In some embodiments, the outlet of the low-temperature radiator 305 is connected with the third flow port 3 of the multi-way valve 303, and the seventh flow port 7 of the multi-way valve 303 is connected with the inlet of the low-temperature radiator 305. When the second flow port 2 of the multi-way valve 303 is in communication with the seventh flow port 7, and the third flow port 3 is in communication with the seventh flow port 7, the low-temperature radiator 305 can be connected in series with the motor circulation loop, so that the cooling water in the motor circulation loop can be cooled and heat dissipated by the low-temperature radiator 305, and then the motor 301 and the power module 302 can be cooled and heat dissipated by the cooling water after cooling and heat dissipation.

[0054] ​In some embodiments, the first passage outlet 1 of the waste heat recovery device 111 is connected with the fourth flow port 4 of the multi-way valve 303, and the eighth flow port 8 of the multi-way valve 303 is connected with the first passage inlet 1 of the waste heat recovery device 111. When the second flow port 2 and the eighth flow port 8 of the multi-way valve 303 are communicated, and the fourth flow port 4 and the sixth flow port 6 are communicated, the first passage of the waste heat recovery device 111 is communicated in series with the motor circulation loop, and the second passage of the waste heat recovery device 111 is communicated with the air conditioning system loop, so that the waste heat recovery device 111 can absorb the temperature carried by the cooling water in the motor circulation loop, thereby realizing the heat coupling between the motor circulation loop and the air conditioning system loop through the waste heat recovery device 111, heat exchanging the temperature of the motor circulation loop to the air conditioning system loop, and realizing the secondary utilization of heat.

[0055] In some embodiments, in the motor circulation loop 30, the seventh temperature sensor 306a is arranged on the connecting pipeline between the electric drive water pump 304 and the sixth flow port 6 of the multi-way valve 303, and the eighth temperature sensor 306b is arranged on the connecting pipeline between the motor 301 and the second flow port 2 of the multi-way valve 303. The temperature of the motor circulation loop 30 can be detected based on the temperatures detected by the seventh temperature sensor 306a and the eighth temperature sensor 306b, and specifically the temperatures before and after the cooling water cools the power module 302 and the motor 301 in the motor circulation loop 30, so that whether the cooling mode of the power module 302 and the motor 301 needs to be adjusted and whether the waste heat recovery of the cooling liquid passing through the power module 302 and the motor 301 needs to be performed can be determined based on the detected temperatures. In an implementation, when the cooling water temperature in the motor circulation loop 30 satisfies a first temperature state, the power module 302 and the motor 301 are cooled by a corresponding first cooling mode, wherein the first temperature state is that the cooling water temperature Tx in the motor circulation loop 30 is greater than a first preset water temperature T3 and less than a second preset water temperature T4, i.e., T3 < Tx < T4. The first cooling mode can be that the cooling water is pumped and circulated in the motor circulation loop 30 by the electric drive water pump 304. When the cooling water temperature in the motor circulation loop 30 satisfies a second temperature state, the power module 302 and the motor 301 are cooled by a corresponding second cooling mode, wherein the second temperature state is that the cooling water temperature Tx in the motor circulation loop 30 is greater than the second preset water temperature T4, i.e., T4 < Tx. The second cooling mode can be that the low-temperature radiator 305 is connected with the motor circulation loop 30, and the cooling water is cooled and radiated by the low-temperature radiator 305, and then the power module 302 and the motor 301 are cooled at low temperature by the cooled and radiated cooling water. In an implementation, when the detected temperature of the eighth temperature sensor 306b satisfies a secondary utilization condition (i.e., the detected temperature exceeds a waste heat recovery preset temperature), it is determined that the waste heat recovery can be performed.

[0056] Referring toFigure 2 As shown, the battery circulation loop 20 can include a battery 201, a cooling water heater 202, a battery water pump 203, a multi-way valve 303, a battery chiller 204, and two temperature sensors 205 (including 205a and 205b). In an embodiment, the cooling water heater 202 can be a PTC heater. The battery 201 includes a battery heat exchange structure, through which the battery water pump 203 pumps cooling water to circulate in the battery circulation loop, thereby cooling the battery 201.

[0057] In some embodiments, the fifth flow port 5 of the multi-way valve 303 is connected to the input port of the battery water pump 203, the output port of the battery water pump 203 is connected to the inlet of the cooling water heater 202, the outlet of the cooling water heater 202 is connected to the first channel inlet of the battery chiller 204, the first channel outlet of the battery chiller 204 is connected to the cooling inlet of the battery 201, and the cooling outlet of the battery 201 is connected to the first flow port 1 of the multi-way valve 303. When the first flow port 1 and the fifth flow port 5 of the multi-way valve 303 are communicated, the battery water pump 203 can pump cooling water to circulate in the battery circulation loop, thereby cooling the battery 201.

[0058] In some embodiments, in the battery circulation loop 20, the fifth temperature sensor 205a and the sixth temperature sensor 205b are respectively arranged at both ends of the battery 201 to monitor the temperature at both ends of the battery 201 in the battery circulation loop, and then determine the cooling or heating requirement of the battery 201 in combination with the sensing results of the temperature sensors at both ends of the battery 201 and inside the battery 201.

[0059] Referring to Figure 2 As shown, the air conditioning system loop 10 can include a compressor 101, an indoor condenser 102, a filter valve 103, a dehumidification valve 104, a first caliber expansion valve (EXV) 105, an outdoor heat exchanger 107, a high-pressure check valve 108, a heating valve 110, a waste heat recovery device 111, a battery chiller 204, a gas-liquid separator 112, an evaporator expansion valve 113, a battery expansion valve 114, an indoor evaporator 115, and four temperature sensors 116 (including 116a-116d) and two temperature and pressure sensors 117 (including 117a and 117b).

[0060] In some embodiments, the outlet of the compressor 101 is connected to the inlet of the indoor condenser 102, and the outlet of the indoor condenser 102 is connected to the inlet of the outdoor heat exchanger 107 through the first caliber expansion valve (EXV) 105. When the air conditioning system loop is in a heating mode, the outdoor heat exchanger functions as an evaporator to realize evaporation; when the air conditioning system loop is in a non-heating mode, the outdoor heat exchanger functions as a condenser to realize condensation.

[0061] The outdoor heat exchanger 107 includes a heating outlet and a cooling outlet.

[0062] The heating outlet of the outdoor heat exchanger 107 is connected to the second passage inlet of the waste heat recovery device 111 through the heating valve 110, the second passage outlet of the waste heat recovery device 111 is connected to the inlet of the gas-liquid separator 112, and the outlet of the gas-liquid separator 112 is connected to the inlet of the compressor 101.

[0063] The cooling outlet of the outdoor heat exchanger 107 is connected to the first cooling circuit and the second cooling circuit through the high-pressure check valve 108, respectively.

[0064] In the passage connecting the first cooling circuit, the cooling outlet of the outdoor heat exchanger 107 is connected to the inlet of the indoor evaporator 115 through the high-pressure check valve 108 and the evaporator expansion valve 113, and the outlet of the indoor evaporator 115 is connected to the inlet of the compressor through the gas-liquid separator 112.

[0065] In the passage connecting the second cooling circuit, the cooling outlet of the outdoor heat exchanger 107 is connected to the second passage inlet of the battery cooler 204 through the high-pressure check valve 108 and the battery expansion valve 114, and the second passage outlet of the battery cooler 204 is connected to the inlet of the compressor through the gas-liquid separator 112.

[0066] In some embodiments, in the air conditioning system circuit 10, a first temperature sensor 116a and a second temperature sensor 116b are arranged at the inlet and outlet of the compressor 101, respectively, for monitoring the refrigerant temperature at the inlet and outlet of the compressor 101, and the rotation speed of the compressor can be controlled based on the refrigerant temperature at the inlet and outlet of the compressor 101, so as to protect the compressor. A third temperature sensor 116c is arranged on the connecting pipeline between the outdoor heat exchanger 107 and the heating valve 110, and a fourth temperature sensor 116d is arranged around the indoor evaporator 115 and monitors the air temperature around the indoor evaporator 115.

[0067] In some embodiments, in the air conditioning system circuit 10, a temperature and pressure sensor 117a is arranged at the outlet position of the indoor evaporator 115 for monitoring the temperature and pressure at the outlet of the indoor evaporator 115, and the opening degree of the evaporator expansion valve 113 can be adjusted based on the temperature and pressure at the outlet of the indoor evaporator 115 to adjust the cooling capacity of the passenger compartment; and a temperature and pressure sensor 117b is arranged at the outlet position of the indoor condenser 102 for monitoring the temperature at the outlet position of the indoor condenser 102.

[0068] In some embodiments, in the air conditioning system loop 10, the gas-liquid separator 112 is arranged on the connecting pipeline between the second passage outlet of the waste heat recovery device 111 and the inlet of the compressor 101, for gas-liquid separation of the refrigerant returning to the compressor 101, and retaining the separated liquid in the gas-liquid separator 112, so as to prevent the gas-liquid mixed refrigerant from causing liquid damage to the compressor 101.

[0069] In some embodiments, the filter valve 103 is arranged between the outlet of the indoor condenser 102 and the first caliber expansion valve 105, for filtering impurities in the refrigerant.

[0070] In some embodiments, the outlet of the indoor condenser 102 is connected to the second passage inlet of the battery cooler 204 through the filter valve 103, the dehumidification valve 104 and the battery expansion valve 114.

[0071] Referring to Figure 2 In some embodiments, the vehicle thermal management architecture provided by the embodiments of the present application can further include an expansion water tank 50.

[0072] It should be noted that the vehicle thermal management system provided by the embodiments of the present application is not limited to Figure 2 The system shown in FIG. 1, in other embodiments, the number of devices can be increased or decreased based on the system shown in FIG. 1. Figure 2 The system shown in FIG. 1, in other embodiments, the number of devices can be increased or decreased based on the system shown in FIG. 1.

[0073] Figure 3 The waterway integrated module provided by an embodiment of the present application is shown in the schematic diagram.

[0074] In combination with Figure 2 and Figure 3 The eight-way valve 303 and the battery water pump 203, the electric drive water pump 304 and the expansion water tank 50 can be integrated into a waterway integrated module. Specifically, the multiple flow passage ports of the eight-way valve 303 can be adjusted to adjust the multiple communication modes of the motor circulation loop 30 and the battery circulation loop 20, wherein the first flow passage port to the eighth flow passage port of the eight-way valve 303 correspond to Figure 2 1-8 in the eight-way valve 303 shown in FIG. 3.

[0075] In some embodiments, the eight-way valve 303 can be composed of one three-way valve and one four-way valve, thereby saving the construction cost of the passage. In other embodiments, the eight-way valve 303 can also be composed and realized by other ways, or a separate eight-way valve can be directly arranged, thereby reducing the space occupied by the passage.

[0076] Figure 4 The integrated valve island provided by an embodiment of the present application is shown in the schematic diagram.

[0077] In combination with Figure 2 andFigure 4 As shown, the filter valve 103, the dehumidification valve 104, the first caliber expansion valve (EXV) 105, the high-pressure one-way valve 108, the heating valve 110, the waste heat recovery device 111, the battery chiller 204, the battery expansion valve (chiller-EXV) 114, the evaporator expansion valve (evaporator EXV) 113, and some sensors on the refrigerant circuit can be integrated into an integrated valve island. Based on Figure 4 The integrated valve island shown can realize multi-mode switching, thereby meeting different requirements of the vehicle in different states, and at the same time, the multi-mode switching can also adapt to changes in a variety of environments.

[0078] In addition, it should be noted that the heat management system provided by the embodiment of the present application adopts a direct heat pump system, and the first caliber expansion valve (EXV) 105 can simultaneously realize the functions of the EXV and the SOV, that is, the gas and liquid flowing in different cooling pipelines can be simultaneously controlled for heat management.

[0079] The different control modes of the heat management system in different scenarios will be described in detail below in combination with the accompanying drawings.

[0080] First heat management mode

[0081] Figure 5 The first heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0082] When the outdoor environment temperature is greater than a first temperature value (for example, 10℃) and it is detected that the user has started the air conditioner, it is considered that the passenger compartment has a cooling demand. When it is determined according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b that the cooling water temperature in the motor circulation loop meets a second temperature state, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have a heat dissipation demand, and the motor 301 and the power module 302 are cooled and dissipated through the second heat dissipation mode; at this time, the first heat management mode is entered.

[0083] Referring to Figure 5As shown, in the first heat management mode, the air conditioning system loop is opened to the passenger cabin refrigeration mode, and specifically, the compressor 101 can be controlled to start, the first caliber expansion valve (EXV) 105 is turned on, and the evaporator expansion valve 113 is turned on. In this passage, the compressed refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105. The first caliber expansion valve (EXV) 105 can realize the function of a bypass valve, and the outdoor heat exchanger 107 can serve as a condenser to provide condensing function. The refrigerant is condensed and released in the outdoor heat exchanger 107. The refrigerant passes through the high-pressure check valve 108 and the evaporator expansion valve (EVX) 113 into the indoor evaporator 115, and is evaporated and absorbs heat in the evaporator to meet the passenger cabin refrigeration demand. The refrigerant after absorbing heat returns to the compressor 101 and continues to circulate refrigeration through the above process. In Figure 5 The first heat management mode in the refrigeration mode provided by the embodiment can realize passenger cabin refrigeration by using the outdoor heat exchanger 107 as a condenser without starting the indoor condenser 102 of the vehicle for condensing operation, thereby saving the power of the vehicle battery, improving the vehicle range and user experience under the condition of saving the power consumption of the battery.

[0084] Referring to Figure 5 As shown, in the first heat management mode, the air conditioning system loop is opened to the passenger cabin refrigeration mode, and specifically, the compressor 101 can be controlled to start, the first caliber expansion valve (EXV) 105 is turned on, and the evaporator expansion valve 113 is turned on. In this passage, the compressed refrigerant output by the compressor 101 enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105. The first caliber expansion valve (EXV) 105 can realize the function of a bypass valve, and the outdoor heat exchanger 107 can serve as a condenser to provide condensing function. The refrigerant is condensed and released in the outdoor heat exchanger 107. The refrigerant passes through the high-pressure check valve 108 and the evaporator expansion valve (EVX) 113 into the indoor evaporator 115, and is evaporated and absorbs heat in the evaporator to meet the passenger cabin refrigeration demand. The refrigerant after absorbing heat returns to the compressor 101 and continues to circulate refrigeration through the above process. In

[0085] Second heat management mode

[0086] In some embodiments, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, and the battery in the battery heat exchange structure has a first refrigeration requirement, the second flow port of the multi-way valve is communicated with the seventh flow port, the third flow port is communicated with the sixth flow port, and the motor and the power module are cooled by the low-temperature radiator; the first flow port and the fifth flow port of the multi-way valve are communicated; the compressor is started, and the battery expansion valve is turned on, and the refrigerant output by the compressor enters the outdoor heat exchanger to condense, and the condensed refrigerant enters the battery cooler through the battery expansion valve and returns to the compressor.

[0087] Figure 6 The second heat management mode provided for an embodiment of the application is shown in the schematic diagram.

[0088] When it is determined according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b that the cooling water temperature in the motor circulation loop meets the second temperature state, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have heat dissipation requirements, and the motor 301 and the power module 302 are cooled by the second heat dissipation mode. When it is determined according to the detection result of the battery temperature sensor that the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold, it is determined that the battery currently has a first refrigeration requirement, and the battery refrigeration mode of the air conditioning system loop 10 is opened, at this time, the second heat management mode is entered.

[0089] Referring to Figure 6 In the scene that the vehicle is in the battery fast charging state or the vehicle is running at high speed in summer high temperature, the motor 301, the power module 302 and the battery 201 can be cooled by the following process. In the second heat management mode, the motor 301 and the power module 302 are cooled by the second heat dissipation mode, specifically, the third flow port and the sixth flow port of the eight-way valve 303 are communicated, the second flow port and the seventh flow port are communicated, and the first flow port and the fifth flow port are communicated.

[0090] When the third flow port and the sixth flow port of the eight-way valve 303 are communicated, the second flow port and the seventh flow port are communicated, the low-temperature radiator 305 is connected in series with the motor circulation loop, and in this passage, the electric drive water pump 304 can pump cooling water to the power module 302 and the motor 301 and absorb the heat emitted by the power module 302 and the motor 301 through the cooling water, the cooling water after absorbing the heat returns to the low-temperature radiator 305 through the multi-way valve 303 for heat dissipation, and the cooling water after heat dissipation is continuously cooled by the power module 302 and the motor 301 through the electric drive water pump 304.

[0091] In the second thermal management mode, the air conditioning system circuit starts the battery refrigeration mode, specifically, the compressor 101 is started, the first caliber expansion valve (EXV) 105 is turned on, the battery expansion valve (chiller-EXV) 114 is turned on, and the battery water pump 203 is started. The compressor 101 outputs pressurized refrigerant, which enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105. The first caliber expansion valve (EXV) 105 can realize the function of a bypass valve, and the outdoor heat exchanger 107 can provide condensing function as a condenser. The refrigerant is condensed and released in the outdoor heat exchanger 107. The refrigerant enters the battery cooler 204 through the battery expansion valve (chiller-EXV) 114, and is evaporated and absorbs heat in the battery cooler 204, specifically, absorbs the heat carried by the cooling water in the battery circulation circuit 20. It should be noted that when the air conditioning system circuit is in the battery refrigeration mode, the opening of the battery expansion valve 114 can be controlled according to the temperature and pressure value at the second passage outlet of the battery cooler 204. Specifically, the opening of the battery expansion valve 114 can be determined according to the stable pressure value detected by the temperature and pressure sensor 119 arranged at the second passage outlet of the battery cooler 204, and the opening of the battery expansion valve 114 is adjusted accordingly.

[0092] When the first flow passage port and the fifth flow passage port of the eight-way valve 303 are connected, the battery water pump 203 can pump cooling water to circulate in the battery circulation circuit to cool the battery 201. After the battery water pump 203 is started, the cooling water can be pumped to circulate in the battery circulation circuit 20 to absorb the heat emitted by the battery 201, and the cooling water after absorbing the heat is cooled in the battery cooler 204, which is achieved by the evaporation and heat absorption of the refrigerant in the battery cooler 204 in the air conditioning system circuit 10. Thus, on the basis of the above-mentioned connection mode, the battery 201 is cooled and heat-dissipated in high-temperature working conditions in summer or fast-charging conditions of the battery, and the above-mentioned cooling method can greatly reduce the power consumption of the vehicle battery, thereby improving the driving range of the vehicle.

[0093] Third thermal management mode

[0094] When the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, the battery in the battery heat exchange structure has the first refrigeration requirement, and the passenger compartment has the refrigeration requirement, the second flow port and the seventh flow port of the multi-way valve are communicated, and the third flow port and the sixth flow port are communicated, so that the motor and the power module are cooled by the low-temperature radiator; the first flow port and the fifth flow port of the multi-way valve are communicated; the compressor is started, and the battery expansion valve and the evaporator expansion valve are turned on, and the refrigerant output by the compressor enters the outdoor heat exchanger to condense, and part of the condensed refrigerant enters the battery cooler through the battery expansion valve and returns to the compressor, and the other part enters the indoor evaporator to evaporate and absorb heat after passing through the evaporator expansion valve and returns to the compressor.

[0095] Figure 7 The third heat management mode provided by an embodiment of the application is shown in the schematic diagram.

[0096] When the outdoor environment temperature is greater than the first temperature value (for example, 10℃) and the user starts the air conditioner, and the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold value according to the detection result of the battery temperature sensor, it can be determined that the battery currently has the first refrigeration requirement, and the passenger compartment has the refrigeration requirement. When the cooling water temperature in the motor circulation loop meets the second temperature state according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have heat dissipation requirements, and the motor 301 and the power module 302 are cooled and dissipated by the second heat dissipation mode; at this time, the third heat management mode is entered.

[0097] In the third heat management mode, the third flow port and the sixth flow port of the eight-way valve 303 are communicated, and the second flow port and the seventh flow port are communicated, so that the low-temperature radiator 305 is connected in series with the motor circulation loop. In this passage, the electric drive water pump 304 can pump cooling water to the power module 302 and the motor 301 and absorb the heat dissipated by the power module 302 and the motor 301 through the cooling water, and the cooling water after absorbing the heat returns to the low-temperature radiator 305 for heat dissipation, and the cooling water after heat dissipation is continuously cooled and dissipated to the power module 302 and the motor 301 by the electric drive water pump 304.

[0098] In the third thermal management mode, the air conditioning system circuit can be controlled to start the double refrigeration mode, i.e., the air conditioning system simultaneously performs refrigeration on the passenger cabin and the battery 201. Specifically, by controlling the compressor 101 to start, the first caliber expansion valve (EXV) 105 to conduct, the battery expansion valve (chiller-EXV) 114 to conduct, the evaporator expansion valve 113 to conduct, and the battery water pump 203 to start, the compressor 101 outputs pressurized refrigerant, which enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105. The first caliber expansion valve (EXV) 105 can realize the function of a bypass valve, and thus the outdoor heat exchanger 107 can serve as a condenser to provide condensing function. The refrigerant is condensed and releases heat in the outdoor heat exchanger 107. The refrigerant enters the battery cooler 204 and the indoor evaporator 115 through the battery expansion valve (chiller-EXV) 114 and the evaporator expansion valve 113, respectively. The refrigerant evaporates and absorbs heat in the indoor evaporator 115, thereby achieving refrigeration and cooling of the passenger cabin. The refrigerant can also evaporate and absorb heat in the battery cooler 204, specifically absorbing the heat carried by the cooling water in the battery circulation loop 20. It should be noted that when the air conditioning system circuit is in the double refrigeration mode, the opening degrees of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 can be adjusted based on the temperature difference between the inlet and outlet water temperatures of the battery 201. Specifically, the temperatures of the cooling water before and after cooling the battery 201 (i.e., the inlet and outlet water temperatures of the battery 201) can be detected by the fifth temperature sensor 205a and the sixth temperature sensor 205b, and the corresponding temperature difference can be calculated, for example, by subtracting the temperature after cooling from the temperature before cooling. Further, based on the obtained temperature difference, the opening degrees of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 are calculated by PID, and the opening degrees of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114 are adjusted accordingly. In some embodiments, in the double refrigeration mode, the opening degree of the battery expansion valve 114 can be prioritized when adjusting the opening degrees of the evaporator expansion valve (EVX) 113 and the battery expansion valve 114, so that the battery is within a suitable temperature range for operation.

[0099] When the first flow passage port and the fifth flow passage port of the eight-way valve 303 are communicated, the battery water pump 203 can pump the cooling water to circulate in the battery circulation loop to cool and dissipate heat from the battery 201. After the battery water pump 203 is started, the cooling water can be pumped to circulate in the battery circulation loop 20 to absorb heat emitted by the battery 201, and the cooling water after absorbing heat can be dissipated in the battery cooler 204, which is achieved by the refrigerant in the air conditioning system circuit 10 evaporating and absorbing heat in the battery cooler 204. By Figure 7The cooling passage shown can provide the outdoor heat exchanger 107 as a condenser to supply refrigerant and absorb heat in the battery cooler 204 and the indoor evaporator 115, respectively, so as to achieve the effect of simultaneously cooling the battery and refrigerating the passenger compartment. Similarly, the above cooling mode can greatly reduce the power consumption of the vehicle battery, thereby improving the driving range of the vehicle.

[0100] Figure 8 A fourth heat management mode provided for an embodiment of the present application is shown in the schematic diagram.

[0101] When it is determined according to the detection results of the seventh temperature sensor 306a and the eighth temperature sensor 306b that the cooling water temperature in the motor circulation loop meets the second temperature state, it is considered that the motor 301 and the power module 302 of the motor circulation loop 30 have heat dissipation requirements, and the motor 301 and the power module 302 are cooled and dissipated by the second heat dissipation mode. If it is detected that the battery temperature exceeds the third battery temperature threshold and does not exceed the first battery temperature threshold, it is determined that the battery 201 has a second refrigeration requirement, and the motor 301 and the power module 302 and the battery 201 have heat dissipation requirements at the same time. At this time, the fourth heat management mode is entered.

[0102] Reference Figure 8 As shown, in the fourth heat management mode, the first flow port and the sixth flow port of the eight-way valve 303 are communicated, the second flow port and the seventh flow port are communicated, and the third flow port and the fifth flow port are communicated. Further, the electric drive water pump 304 and the battery water pump 203 can also be controlled to start. In this passage, the electric drive water pump 304 pumps the cooling water to circulate. When the cooling water passes through the power module 302 and the motor 301, it absorbs the heat dissipated by the power module 302 and the motor 301. The cooling water after absorbing heat is transported to the low-temperature radiator 305 through the communicated second flow port and the seventh flow port of the eight-way valve 303, and is dissipated in the low-temperature radiator 305. The cooling water after dissipation is transported into the battery circulation loop through the communicated third flow port and the fifth flow port of the eight-way valve 303, flows through the battery 201 by the pumping of the battery water pump 203, and absorbs the heat dissipated by the battery 201. The cooling water continues to return to the motor circulation loop 30 through the communicated first flow port and the sixth flow port of the eight-way valve 303, and the cooling water is pumped again by the electric drive water pump 304 to pass through the power module 302 and the motor 301, so as to realize the circulation cooling and heat dissipation of the battery 201 in the battery circulation loop 20 and the power module 302 and the motor 301 in the motor circulation loop 30 in the communicated loop.

[0103] Figure 9 A fifth heat management mode provided for an embodiment of the present application is shown in the schematic diagram.

[0104] When it is detected that the outdoor temperature is in a first temperature range, such as between -10℃ and 5℃, and it is detected that the user turns on the air conditioning operation, it is determined that the passenger compartment has a heating demand, at which time the fifth heat management mode is entered.

[0105] Referring to Figure 9 In the winter scene, if the ambient temperature meets the preset ambient temperature range, for example, the preset ambient temperature range can be that the outdoor temperature is between -10℃ and 5℃, the passenger compartment can be heated in the following manner. In the fifth heat management format, the compressor 101 can be specifically controlled to start, the first caliber expansion valve (EXV) 105 is turned on, and the heating valve 110 is turned on. In this passage, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed and heat is released in the indoor condenser 102, thereby achieving heating of the passenger compartment and meeting the user's heating demand. The refrigerant condensed after passing through the indoor condenser 102 passes through the filter valve 103 and the first caliber expansion valve (EXV) 105 into the outdoor heat exchanger 107, at which time the first caliber expansion valve (EXV) 105 can realize the function of the expansion valve, so that the outdoor heat exchanger 107 can act as an evaporator, and the refrigerant output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The refrigerant that has absorbed heat is compressed by the compressor 101 again and input into the indoor condenser 102 to release heat, thereby heating the passenger compartment. The heat carried by the cooling water in the motor circulation loop 30 is recovered by the waste heat recovery device 111, which can increase the temperature of the refrigerant circulating into the compressor, thereby saving the power consumption of the vehicle battery during the heating process of the passenger compartment, thereby improving the driving range of the vehicle.

[0106] Sixth heat management mode

[0107] When the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have a heat dissipation demand, and it is determined that the motor circulation loop temperature meets the waste heat recovery condition, and the passenger compartment has a heating demand, the second flow passage port and the eighth flow passage port of the multi-way valve are communicated, the fourth flow passage port and the sixth flow passage port are communicated, the cooling water of the motor circulation loop is heat dissipated by the waste heat recovery device, and then the motor and the power module of the motor circulation loop are heat dissipated; the compressor is controlled to start, and the heating valve is controlled to be turned on, the refrigerant output by the compressor is condensed and heat is released in the indoor condenser, and the condensed refrigerant is sequentially input into the outdoor heat exchanger and the waste heat recovery device to evaporate and absorb heat and then returns to the compressor.

[0108] Figure 10 The sixth heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0109] When it is detected that the outdoor temperature is in the first temperature range, such as between (-10℃~5℃), and it is detected that the user turns on the air conditioning operation, it is determined that the passenger compartment has a heating demand, the battery temperature is lower than the second battery temperature threshold, it is determined that the battery 201 has a heating demand, and the battery 201 is heated by the battery heating mode. When the detection result of the eighth temperature sensor 306b determines that the temperature of the motor circulation loop exceeds the waste heat recovery preset temperature, it is determined that the secondary utilization condition (i.e., the waste heat recovery condition) is met, and the waste heat recovery is performed on the motor circulation loop. At this time, the sixth thermal management mode is entered.

[0110] Referring to Figure 10 In the winter scene, the vehicle is in a continuous driving state. On the one hand, the power module 302 and the motor 301 in the motor circulation loop 30 need to be cooled and dissipated. On the other hand, when the passenger compartment needs to be heated, the waste heat recovery device 111 can be used to recover the heat in the motor circulation loop 30, and the recovered heat can be used for secondary utilization in the process of heating by the air conditioning system loop 30, thereby reducing the power consumption of the vehicle battery.

[0111] In the sixth thermal management mode, the thermal management control can be performed by the following process: the first flow port and the fifth flow port of the eight-way valve 303 are communicated, the second flow port and the eighth flow port of the eight-way valve 303 are communicated, and the fourth flow port and the sixth flow port of the eight-way valve 303 are communicated.

[0112] When the second flow port and the eighth flow port of the eight-way valve 303 are communicated, and the fourth flow port and the sixth flow port of the eight-way valve 303 are communicated, the cooling water pumped by the electric drive water pump 304 circulates in the current cooling channel. When the cooling water flows through the power module 302 and the motor 301, it absorbs the heat dissipated by the power module 302 and the motor 301. The cooling water after absorbing the heat is transported to the waste heat recovery device 111 through the communicated second flow port and eighth flow port of the eight-way valve 303, and is dissipated in the waste heat recovery device 111. The cooling water after dissipation returns to the motor circulation loop 30 through the communicated fourth flow port and sixth flow port of the eight-way valve 303, and continues to cool and dissipate the power module 302 and the motor 301. In this way, the power module 302 and the motor 301 in the motor circulation loop 30 can be cooled and dissipated.

[0113] In another aspect, in the sixth heat management mode, the temperature of the cooling water after absorbing heat can also be monitored by the temperature sensor 306b. When the temperature of the cooling water reaches the recovery temperature threshold, it is determined that the temperature of the motor circulation loop meets the waste heat recovery condition, and then the waste heat recovery device 111 can be used to recover the heat carried by the cooling water in the motor circulation loop 30, and the recovered heat can be used for heating the passenger compartment. Specifically, the compressor 101 can be controlled to start, the first caliber expansion valve (EXV) 105 can be controlled to be turned on, and the heating valve 110 can be controlled to be turned on. In this passage, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed and releases heat in the indoor condenser 102, thereby achieving heating of the passenger compartment and meeting the user's heating demand. The refrigerant condensed by the indoor condenser 102 passes through the filter valve 103 and the first caliber expansion valve (EXV) 105 and enters the outdoor heat exchanger 107. At this time, the first caliber expansion valve (EXV) 105 can realize the function of the expansion valve, so that the outdoor heat exchanger 107 can act as an evaporator, and the refrigerant output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The refrigerant output by the outdoor heat exchanger 107 enters the waste heat recovery device 111 through the heating valve 110, and evaporates and absorbs heat again in the waste heat recovery device 111, i.e. absorbs the heat released by the cooling water in the motor circulation loop 30 in the waste heat recovery device 111. The refrigerant further absorbs heat and is compressed by the compressor 101 again, and then enters the indoor condenser 102 to release heat, thereby heating the passenger compartment. By recovering the heat carried by the cooling water in the motor circulation loop 30 through the waste heat recovery device 111, the temperature of the refrigerant circulating into the compressor can be increased, so that the compressor does not need to consume a large amount of power to compress the refrigerant, thereby saving the consumption of the vehicle battery during heating of the passenger compartment, and further improving the driving range of the vehicle. In addition, the waste heat recovery device 111 can be used to recover the heat carried by the cooling water in the motor circulation loop 30, and the recovered heat can be used for heating the passenger compartment, thereby further reducing the consumption of the vehicle battery.

[0114] Seventh heat management mode

[0115] When the battery in the battery heat exchange structure has a first refrigeration demand and the passenger compartment has a heating demand, the fifth flow passage port and the first flow passage port of the multi-way valve are controlled to be in communication; the compressor is controlled to start, and the battery expansion valve is controlled to be turned on. The refrigerant output by the compressor is condensed and releases heat in the indoor condenser, and then returns to the compressor after evaporating and absorbing heat in the outdoor heat exchanger and the battery cooler.

[0116] Figure 11 The seventh heat management mode provided by an embodiment of the present application is shown in the schematic diagram.

[0117] When it is detected that the outdoor temperature is in a first temperature range, such as between -10°C and 5°C, and it is detected that the user turns on the air conditioning operation, it is determined that the passenger compartment has a heating demand. By determining that the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold through the detection result of the battery temperature sensor, it can be determined that the battery currently has a first cooling demand. At this time, the seventh thermal management mode is entered.

[0118] Referring to Figure 11 As shown in FIG. 7, in some scenarios in winter, the vehicle is in a fast charging state, on the one hand, the battery 201 in the battery circulation loop 20 needs to be cooled, on the other hand, the passenger compartment also needs to be heated, and the heat absorbed by the battery cooler 204 can be secondarily utilized to the air conditioning system loop 10, thereby saving power consumption.

[0119] In the seventh thermal management mode, the first flow port and the fifth flow port of the eight-way valve 303 can be controlled to be communicated, so that the battery circulation loop 20 is circulated and conducted.

[0120] When the first flow port and the fifth flow port of the eight-way valve 303 are communicated, the battery water pump 203 pumps the cooling water to circulate in the battery circulation loop 20. When the cooling water flows through the battery 201, the heat emitted by the battery 201 is absorbed. The cooling water after absorbing heat is transported to the battery cooler 204 through the communicated first flow port and fifth flow port of the eight-way valve 303, and is cooled in the battery cooler 204. The cooling water after cooling flows through the battery 201 again and absorbs heat, thereby realizing the circulation cooling of the battery 201.

[0121] In another aspect, in the seventh thermal management mode, the passenger compartment can also be heated. Specifically, the compressor 101 can be controlled to start, the first caliber expansion valve (EXV) 105 can be controlled to be turned on, the dehumidification valve 104 can be controlled to be turned on, and the battery expansion valve (chiller-EXV) 114 can be controlled to be turned on. In this passage, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed in the indoor condenser 102 to release heat, thereby achieving heating of the passenger compartment to meet the user's heating demand. Part of the refrigerant condensed by the indoor condenser 102 enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105, and at this time, the first caliber expansion valve (EXV) 105 can realize the function of the expansion valve, so that the outdoor heat exchanger 107 can act as an evaporator, and the refrigerant output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The refrigerant that has absorbed heat in the indoor condenser 102 enters the battery cooler 204 through the high-pressure check valve and the battery expansion valve (chiller-EXV) 114 to continue evaporating and absorbing heat, i.e., absorbing the heat released by the cooling water in the battery circulation loop 20 in the battery cooler 204. Another part of the refrigerant condensed by the indoor condenser 102 directly enters the battery cooler 204 to evaporate and absorb heat through the dehumidification valve 104 and the battery expansion valve (chiller-EXV) 114. After the refrigerant that has absorbed heat in the battery cooler 204 is separated into gas and liquid by the gas-liquid separator 112, it returns to the compressor 101, is compressed by the compressor 101 again, and is input into the indoor condenser 102 to release heat, thereby achieving cyclic heating of the passenger compartment. By utilizing the heat released by the battery circulation loop 20 twice in the heating process, the consumption of the vehicle battery power can be further reduced.

[0122] Figure 12 The eighth thermal management mode provided for an embodiment of the present application is shown in the schematic diagram.

[0123] When it is detected that the battery temperature is lower than the second battery temperature threshold, it is determined that the battery 201 has a heating demand, and the cooling water in the motor circulation loop can be used to heat the battery 201. At this time, the eighth thermal management mode is entered.

[0124] Referring to Figure 12 In the scenario of driving in winter, when the battery 201 has a heating demand and the motor 301 and the power module 302 in the motor circulation loop 30 have a heat dissipation demand, the heat absorbed by the cooling water in the motor circulation loop 30 can be utilized twice, for example, to heat the battery 201 in the battery circulation loop, to improve the battery discharge efficiency, and to reduce the startup time of the cooling water heater 202 in the battery circulation loop, thereby saving the vehicle's power resources.

[0125] In the eighth heat management mode, the first flow port and the sixth flow port of the eight-way valve 303 are controlled to be in communication, and the second flow port and the fifth flow port are controlled to be in communication, so as to connect the motor circulation loop 30 and the battery circulation loop 20 in series.

[0126] When the first flow port and the sixth flow port of the eight-way valve 303 are controlled to be in communication, and the second flow port and the fifth flow port are controlled to be in communication, the electric drive water pump 304 and the battery water pump 203 are controlled to be started. In this passage, the electric drive water pump 304 pumps cooling water, the cooling water absorbs the heat emitted by the power module 302 and the motor 301, the cooling water after absorbing the heat enters the battery circulation loop 20 through the second flow port and the fifth flow port of the eight-way valve 303 in communication, and the battery water pump 203 pumps the cooling water after absorbing the heat to continue circulating flow, and when passing through the battery 201, the battery 201 is heated by using the absorbed heat, so as to dissipate the heat carried by the cooling water. The cooling water after dissipating the heat returns to the motor circulation loop 30 through the first flow port and the sixth flow port of the eight-way valve pump 40, so as to realize heating of the battery 201 based on the heat in the motor circulation loop 30 in the circulation loop connected by the battery circulation loop 20 and the motor circulation loop 30 based on the above-mentioned flow. In this way, the heating of the battery 201 can be realized without starting the cooling water heater 202, the consumption of the vehicle battery power is reduced, and the vehicle driving range can be improved.

[0127] In some embodiments, when the motor circulation loop 30 is insufficient to dissipate heat, the cooling water heater 202 can be started to heat the battery 201 to improve the activity of the battery.

[0128] Figure 13 The ninth heat management mode provided for an embodiment of the present application is shown in the schematic diagram.

[0129] When it is detected that the humidity in the vehicle is greater than the first preset humidity, it can be determined that the vehicle currently has a dehumidification requirement, and the air conditioning system loop can be controlled to start the passenger compartment dehumidification mode.

[0130] Reference Figure 13As shown, in the spring and autumn season scenario, the vehicle has a need for refrigeration and dehumidification. Specifically, the compressor 101 can be controlled to start, and the first caliber expansion valve (EXV) 105 and the evaporator expansion valve 113 can be controlled to be turned on. Under this passage, the humid air in the passenger compartment passes through the indoor evaporator 115 to evaporate and absorb heat, and the water vapor in the humid air condenses into water at a low temperature near the indoor evaporator 115 and is discharged out of the vehicle from the air conditioning box. The condensate output by the compressor 101 enters the indoor condenser 102 to condense and maintain the air temperature. Further, the gas discharged from the indoor condenser 102 enters the outdoor heat exchanger through the heating expansion valve 105, the outdoor heat exchanger acts as an evaporator, and the gas flowing through the outdoor heat exchanger evaporates and absorbs heat, and then passes through the refrigeration valve 109 and the evaporator expansion valve 113 to return to the indoor evaporator 115 to continue evaporating and absorbing heat, thereby condensing the water vapor in the humid air into water and discharging it out of the vehicle from the air conditioning box, thereby achieving the purpose of dehumidification.

[0131] Tenth heat management mode

[0132] When the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a dehumidification requirement, the fifth flow passage port and the first flow passage port of the multi-way valve are controlled to be in communication; the compressor is controlled to start, and the battery expansion valve and the evaporator expansion valve are controlled to be turned on. The refrigerant output by the compressor enters the indoor condenser and the outdoor heat exchanger in sequence to condense and release heat, and the condensed refrigerant enters the battery cooler and the indoor evaporator in sequence to evaporate and absorb heat and then returns to the compressor.

[0133] Figure 14 A schematic diagram of the tenth heat management mode provided for an embodiment of the present application.

[0134] By determining that the battery temperature in the battery circulation loop 20 exceeds the first battery temperature threshold through the detection result of the battery temperature sensor, it can be determined that the battery currently has a first refrigeration requirement. When it is detected that the outdoor temperature is in a first temperature range, such as between (-10℃~5℃), and it is detected that the user turns on the air conditioning operation, it is determined that the passenger compartment has a heating requirement. At this time, the tenth heat management mode is entered.

[0135] Reference Figure 14 As shown, in the spring and autumn season scenario, if the battery is in a fast charging working condition, the vehicle has a need for refrigeration and dehumidification in the passenger compartment, and a need for cooling and heat dissipation of the battery.

[0136] In the tenth heat management mode, the first flow passage port and the fifth flow passage port of the eight-way valve 303 can be controlled to be in communication to circulate and turn on the battery circulation loop 20.

[0137] When the first flow channel port and the fifth flow channel port of the eight-way valve 303 are connected, the battery water pump 203 can be controlled to start. In this path, the battery water pump 203 pumps the cooling water to circulate in the battery circulation loop 20, and when the cooling water flows through the battery 201, it absorbs the heat emitted by the battery 201. The cooling water after absorbing the heat is transported to the battery cooler 204 through the first flow channel port and the fifth flow channel port connected in the eight-way valve 303, and is cooled in the battery cooler 204. The cooling water after cooling flows through the battery 201 again and absorbs heat, thereby realizing the circulating cooling of the battery 201.

[0138] On the other hand, while the battery 201 is cooled, the passenger compartment can be refrigerated and dehumidified. Specifically, the first caliber expansion valve (EXV) 105 can be controlled to be turned on, the battery expansion valve (chiller-EXV) 114 can be controlled to be turned on, and the evaporator expansion valve 113 can be controlled to be turned on.

[0139] It should be noted that the control of the circulating cooling of the battery 201 and the control of the refrigeration and dehumidification of the passenger compartment can be started at the same time.

[0140] In this path, the humid air in the passenger compartment is evaporated and absorbs heat in the indoor evaporator 115, and the water vapor in the humid air is condensed into water in the low-temperature state near the indoor evaporator 115 and discharged from the air conditioning box to the outside of the vehicle. The compressor 101 outputs the condensate into the indoor condenser 102 for condensation, and maintains the air temperature. Further, the gas discharged from the indoor condenser 102 enters the outdoor heat exchanger through the heating expansion valve 105, the outdoor heat exchanger acts as an evaporator, and the gas flowing through the outdoor heat exchanger evaporates and absorbs heat. After passing through the refrigeration valve 109 and the evaporator expansion valve 113, the gas returns to the indoor evaporator 115 to continue evaporating and absorbing heat, thereby condensing the water vapor in the humid air into water and discharging it from the air conditioning box to the outside of the vehicle, thereby achieving the purpose of dehumidification.

[0141] Eleventh heat management mode

[0142] When the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a heating and dehumidification requirement, the first flow channel port and the fifth flow channel port of the multi-way valve are connected, the fourth flow channel port and the sixth flow channel port are connected, and the second flow channel port and the eighth flow channel port are connected. The compressor is controlled to start, and the heating valve, the battery expansion valve and the evaporator expansion valve are controlled to be turned on. The refrigerant output by the compressor is sequentially condensed and heat-released in the indoor condenser, a part of the condensed refrigerant is sequentially evaporated and heat-absorbed in the outdoor heat exchanger and the waste heat recovery device and then returned to the compressor, and another part of the condensed refrigerant is respectively evaporated and heat-absorbed in the battery cooler and the indoor evaporator and then returned to the compressor.

[0143] Figure 15 The schematic diagram of the eleventh heat management mode provided by an embodiment of the present application.

[0144] When it is detected that the outdoor temperature is in a first temperature range, such as between -10°C and 5°C, the system does not have a phenomenon of overheating, and it is detected that the humidity in the vehicle is greater than a second preset humidity, it can be determined that the vehicle currently has a heating and dehumidifying demand. The temperature of the motor circulation loop is determined to be higher than the waste heat recovery preset temperature through the detection result of the eighth temperature sensor 306b, it is determined that the secondary utilization condition (i.e., the waste heat recovery condition) is met, and the waste heat recovery is performed on the motor circulation loop. The battery temperature in the battery circulation loop 20 is determined to be higher than the first battery temperature threshold through the detection result of the battery temperature sensor, it can be determined that the battery currently has a first refrigeration demand. At this time, the eleventh thermal management mode is entered.

[0145] Referring to Figure 15 As shown in FIG. 11, in the eleventh thermal management mode, the following process can be used for control: the first flow port and the fifth flow port of the eight-way valve 303 are communicated, the fourth flow port and the sixth flow port of the eight-way valve 303 are communicated, and the second flow port and the eighth flow port of the eight-way valve 303 are communicated.

[0146] When the first flow port and the fifth flow port of the eight-way valve 303 are communicated, the battery water pump 203 pumps the cooling water to circulate in the battery circulation loop 20, flows through the battery 201, and absorbs the heat dissipated by the battery 201. The cooling water after absorbing the heat is cooled in the battery cooler 204, and the cooling water after cooling flows through the battery 201 again and absorbs the heat, thereby realizing the circulating cooling of the battery 201.

[0147] In this passage, the compressor 101 can be further controlled to start, the dehumidification valve 104 can be controlled to be turned on, the first caliber expansion valve (EXV) 105 can be controlled to be turned on, the heating valve 110 can be controlled to be turned on, the battery expansion valve (chiller-EXV) 114 can be controlled to be turned on, the evaporator expansion valve 113 can be controlled to be turned on, the electric drive water pump 304 can be controlled to start, and the battery water pump 203 can be controlled to start.

[0148] When the fourth flow port and the sixth flow port of the eight-way valve 303 are communicated, and the second flow port and the eighth flow port of the eight-way valve 303 are communicated, the cooling water pumped by the electric drive water pump 304 circulates in the current cooling passage. When the cooling water flows through the power module 302 and the motor 301, it absorbs the heat dissipated by the power module 302 and the motor 301. The cooling water after absorbing the heat is transported to the waste heat recovery device 111 through the communicated second flow port and the eighth flow port of the eight-way valve 303, and is cooled in the waste heat recovery device 111. The cooling water after cooling returns to the motor circulation loop 30 through the communicated fourth flow port and the sixth flow port of the eight-way valve 303, and continues to cool and dissipate heat for the power module 302 and the motor 301. In this way, the power module 302 and the motor 301 in the motor circulation loop 30 can be cooled and dissipated.

[0149] In another aspect, in the eleventh heat management mode, during the circulating cooling process of the power module 302 and the motor 301, the temperature of the cooling water after absorbing heat can be monitored by the temperature sensor 306b. When the temperature of the cooling water reaches the recovery temperature threshold, it is determined that the temperature of the motor circulating loop meets the waste heat recovery condition, and then the waste heat recovery device 111 can be used to recover the heat carried by the cooling water in the motor circulating loop 30, and the recovered heat can be used for heating the passenger compartment. Specifically, the compressor 101 can be controlled to start, the first caliber expansion valve (EXV) 105 can be controlled to be turned on, and the heating valve 110 can be controlled to be turned on. In this passage, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed and releases heat in the indoor condenser 102, thereby achieving heating of the passenger compartment and meeting the user's heating demand. The refrigerant condensed by the indoor condenser 102 passes through the filter valve 103 and the first caliber expansion valve (EXV) 105 and enters the outdoor heat exchanger 107. At this time, the first caliber expansion valve (EXV) 105 can realize the function of the expansion valve, so that the outdoor heat exchanger 107 can act as an evaporator, and the refrigerant output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The refrigerant output by the outdoor heat exchanger 107 enters the waste heat recovery device 111 through the heating valve 110, and evaporates and absorbs heat again in the waste heat recovery device 111, i.e. absorbs the heat emitted by the cooling water in the motor circulating loop 30 in the waste heat recovery device 111.

[0150] On the other hand, while the battery 201 is circulated to be cooled, the passenger cabin can be heated and dehumidified. Specifically, the compressor 101 pressurizes the refrigerant and outputs the pressurized refrigerant. The refrigerant is condensed in the indoor condenser 102 to release heat, thereby achieving heating of the passenger cabin and satisfying the heating demand of the user. Part of the refrigerant condensed by the indoor condenser 102 enters the outdoor heat exchanger 107 through the filter valve 103 and the first caliber expansion valve (EXV) 105, at this time, the first caliber expansion valve (EXV) 105 can realize the function of the expansion valve, so that the outdoor heat exchanger 107 can act as an evaporator, and the refrigerant output by the indoor condenser 102 can evaporate and absorb heat in the outdoor heat exchanger 107. The refrigerant that has absorbed heat in the indoor condenser 102 enters the battery cooler 204 to continue evaporating and absorbing heat, i.e., absorbing the heat released by the cooling water in the battery circulation loop 20 in the battery cooler 204, through the high-pressure check valve and the battery expansion valve (chiller-EXV) 114. Another part of the refrigerant condensed by the indoor condenser 102 enters the battery cooler 204 to evaporate and absorb heat directly through the dehumidification valve 104 and the battery expansion valve (chiller-EXV) 114. In the evaporator 115, water vapor is condensed into water and discharged through the air conditioning tank drain. After the refrigerant that has absorbed heat in the battery cooler 204 is separated into gas and liquid through the gas-liquid separator 112, it returns to the compressor 101, is compressed again by the compressor 101, and is input into the indoor condenser 102 to release heat, thereby achieving the circulation of heating and dehumidification of the passenger cabin. By recycling the heat released in the battery circulation loop 20 in the heating process, the consumption of the battery power of the vehicle can be further reduced.

[0151] Figure 16 The defrosting control schematic diagram provided for an embodiment of the present application.

[0152] When the air conditioning system loop 10 is in the heating mode (passenger cabin heating mode or heating and dehumidification mode), if it is detected that the outdoor temperature is currently in the second temperature range (for example, -10~5℃), the outdoor temperature T1 is greater than the sum of the outdoor heat exchanger outlet temperature T2 and the correction value T0, i.e., T1>(T2+T0), and the current state is maintained for a predetermined time, it is determined that the vehicle currently has a defrosting demand, and the air conditioning system loop can be controlled to start the defrosting mode.

[0153] Reference Figure 16As shown, when the air heat source circulates, the outdoor heat exchanger acts as an evaporator, and after long-term use, the outdoor heat exchanger will frost, and after frosting, the system operation efficiency will be reduced. To deal with the problem of frosting of the outdoor heat exchanger, the compressor can be controlled to start, the first caliber expansion valve (EXV) 105 is turned on, and the heating valve 110 is turned on. Under this path, the refrigerant pressurized by the compressor directly acts on the frosted outdoor heat exchanger after passing through the first caliber expansion valve (EXV) 105, defrosting of the outdoor heat exchanger is realized, and normal operation of the heat pump system is ensured.

[0154] The embodiments of the present application also provide a vehicle, which can comprise the automobile thermal management system provided by any of the embodiments of the present application.

[0155] It can be understood that the application can be an application program (nativeApp) installed on the terminal, or can also be a web program (webApp) of a browser on the terminal, and the embodiments of the present application do not limit this.

[0156] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

[0157] In the several embodiments provided by the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the device embodiments described above are only schematic. The division of the units is only a logical function division. There can be another division manner for actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between the units can be indirect couplings or communication connections through some interfaces, devices or units, and can be electrical, mechanical or in other forms.

[0158] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on multiple network units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiments of the present application.

[0159] In addition, each functional unit in the embodiments of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware, or in the form of hardware plus software function unit.

[0160] The integrated unit in the form of software function unit can be stored in a computer readable storage medium. The software function unit is stored in a storage medium, and includes a plurality of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) or a processor to execute part of steps of the method described in various embodiments of the present application. The storage medium includes a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various storage medium capable of storing program codes.

[0161] The above only describes the preferred embodiments of the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

[0162] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part or all of the technical features. The modification or replacement does not make the essence of the corresponding technical solution deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An automotive thermal management system, characterized by, The system comprises an air conditioning system loop, a motor circulation loop and a battery circulation loop; The battery circulation loop comprises a battery heat exchange structure and a battery cooler connected in sequence; the motor circulation loop comprises a motor heat exchange structure; the air conditioning system loop comprises a compressor, a waste heat recovery device and a battery cooler, wherein the waste heat recovery device and the battery cooler are located at an upstream position of the compressor respectively; A first passage outlet of the battery cooler is in communication with an inlet of the battery heat exchange structure, an outlet of the battery heat exchange structure is in communication with a first flow channel port of a multi-way valve, and a first passage inlet of the battery cooler is in communication with a fifth flow channel port of the multi-way valve; An outlet of the motor heat exchange structure is in communication with a second flow channel port of the multi-way valve, and a sixth flow channel port of the multi-way valve is in communication with an inlet of the motor heat exchange structure; A first passage outlet of the waste heat recovery device is in communication with a fourth flow channel port of the multi-way valve, and an eighth flow channel port of the multi-way valve is in communication with a first passage inlet of the waste heat recovery device; A second passage of the waste heat recovery device is in communication with the air conditioning system loop, and a second passage of the battery cooler is in communication with the air conditioning system loop; the motor circulation loop further comprises a low-temperature radiator; An outlet of the low-temperature radiator is in communication with a third flow channel port of the multi-way valve, and a seventh flow channel port of the multi-way valve is in communication with an inlet of the low-temperature radiator; The air conditioning system loop further comprises an indoor condenser and an outdoor heat exchanger, wherein the compressor, the indoor condenser, the outdoor heat exchanger and the waste heat recovery device are connected in sequence; The air conditioning system loop further comprises an indoor evaporator, one end of which is connected between the indoor condenser and the outdoor heat exchanger, and the other end of which is connected between the waste heat recovery device and the outdoor heat exchanger; The air conditioning system loop further comprises a heating valve, a battery expansion valve and an evaporator expansion valve; A heating outlet of the outdoor heat exchanger is connected to a second passage inlet of the waste heat recovery device through the heating valve, and a second passage outlet of the waste heat recovery device is connected to an inlet of the compressor; A refrigeration outlet of the outdoor heat exchanger is connected to a second passage inlet of the battery cooler through the battery expansion valve, and the refrigeration outlet of the outdoor heat exchanger is connected to an inlet of the indoor evaporator through the evaporator expansion valve; The refrigeration outlet of the outdoor heat exchanger is connected to a first refrigeration circuit and a second refrigeration circuit; In the first refrigeration circuit, when the evaporator expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor; In the second refrigeration circuit, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the second passage inlet of the battery cooler, and the second passage outlet of the battery cooler is connected to the inlet of the compressor.

2. The automotive thermal management system of claim 1, wherein, One end of the battery cooler is connected between the indoor condenser and the indoor evaporator, and the other end of the battery cooler is connected between the indoor evaporator and the compressor.

3. The automotive thermal management system of claim 2, wherein, The motor circulation loop further comprises a power module heat exchange structure, which is arranged at an upstream position of the motor heat exchange structure.

4. The automobile thermal management system according to claim 3, characterized in that, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, and the battery in the battery heat exchange structure has a first refrigeration requirement, the second flow port and the seventh flow port of the multi-way valve are communicated, and the third flow port and the sixth flow port are communicated, so that the motor and the power module are cooled by the low-temperature radiator; the first flow port and the fifth flow port of the multi-way valve are communicated; the compressor is started, and the battery expansion valve is turned on, so that the refrigerant output by the compressor enters the outdoor heat exchanger to be condensed, and the condensed refrigerant enters the battery cooler through the battery expansion valve and then returns to the compressor.

5. The automobile thermal management system according to claim 3, characterized in that, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a refrigeration requirement, the second flow port and the seventh flow port of the multi-way valve are communicated, and the third flow port and the sixth flow port are communicated, so that the motor and the power module are cooled by the low-temperature radiator; the first flow port and the fifth flow port of the multi-way valve are communicated; the compressor is started, and the battery expansion valve and the evaporator expansion valve are turned on, so that the refrigerant output by the compressor enters the outdoor heat exchanger to be condensed, and the condensed refrigerant enters the battery cooler through the battery expansion valve and then returns to the compressor, or enters the indoor evaporator through the evaporator expansion valve to be evaporated and then returns to the compressor.

6. The automobile thermal management system according to claim 3, characterized in that, when the motor in the motor heat exchange structure and the power module in the power module heat exchange structure have heat dissipation requirements, and it is determined that the motor circulation loop temperature meets the waste heat recovery condition, and the passenger compartment has a heating requirement, the second flow port and the eighth flow port of the multi-way valve are communicated, and the fourth flow port and the sixth flow port are communicated, so that the cooling water of the motor circulation loop is cooled by the waste heat recovery device, and then the motor and the power module in the motor circulation loop are cooled; the compressor is started, and the heating valve is turned on, so that the refrigerant output by the compressor enters the indoor condenser to be condensed and then returns to the compressor.

7. The automobile thermal management system according to claim 3, characterized in that, when the battery in the battery heat exchange structure has a first refrigeration requirement, and the passenger compartment has a heating requirement, the fifth flow port and the first flow port of the multi-way valve are communicated; The compressor is controlled to start, and the battery expansion valve is controlled to be turned on. The refrigerant output by the compressor enters the indoor condenser to be condensed and release heat. The condensed refrigerant enters the outdoor heat exchanger and the battery cooler in sequence to be evaporated and absorb heat, and then returns to the compressor. 8.The automobile thermal management system of claim 3, wherein, when the battery in the battery heat exchange structure has a first refrigeration requirement and the passenger compartment has a dehumidification requirement, the fifth flow passage port and the first flow passage port of the multi-way valve are controlled to be communicated; the compressor is controlled to start, and the battery expansion valve and the evaporator expansion valve are controlled to be turned on. The refrigerant output by the compressor enters the indoor condenser and the outdoor heat exchanger in sequence to be condensed and release heat. The condensed refrigerant enters the battery cooler and the indoor evaporator in sequence to be evaporated and absorb heat, and then returns to the compressor. 9.The automobile thermal management system of claim 3, wherein, when the battery in the battery heat exchange structure has a first refrigeration requirement and the passenger compartment has a heating and dehumidification requirement, the first flow passage port and the fifth flow passage port of the multi-way valve are controlled to be communicated, the fourth flow passage port and the sixth flow passage port are controlled to be communicated, and the second flow passage port and the eighth flow passage port are controlled to be communicated; the compressor is controlled to start, and the heating valve, the battery expansion valve and the evaporator expansion valve are controlled to be turned on. The refrigerant output by the compressor enters the indoor condenser to be condensed and release heat. A part of the condensed refrigerant enters the outdoor heat exchanger and the waste heat recovery device in sequence to be evaporated and absorb heat, and then returns to the compressor. Another part of the condensed refrigerant enters the battery cooler and the indoor evaporator in sequence to be evaporated and absorb heat, and then returns to the compressor.

10. A vehicle characterized by comprising: The vehicle comprises the automobile thermal management system of any one of claims 1-9.

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