Thermal management system and vehicle

Abstract

A thermal management system and a vehicle. The heat management system comprises a first refrigerant loop for switching the flow direction through a reversing valve. The reversing valve comprises a first connector, a second connector, a third connector and a fourth connector. And in the first flow direction mode, the first connector communicates with the third connector, the second connector communicates with the fourth connector, and a refrigerant of the first refrigerant loop flows back to the compressor from an outlet of the compressor sequentially through the first connector, the third connector, the second refrigerant flow channel, the first throttling valve, the first refrigerant flow channel, the second connector and the fourth connector. And in the second flow direction mode, the first connector communicates with the second connector, the third connector communicates with the fourth connector, and the refrigerant of the first refrigerant loop sequentially passes through the first connector, the second connector, the first refrigerant flow channel, the first throttling valve, the second refrigerant flow channel, the third connector and the fourth connector from the outlet of the compressor to flow back to the compressor. The first refrigerant loop is used for exchanging heat with a cooling liquid loop in the vehicle. According to the scheme, the pipeline complexity of the thermal management system can be reduced.

Description

Technical Field

[0001] The present application relates to the field of thermal management technology, and in particular to thermal management systems and vehicles. Background Art

[0002] Vehicles are widely used as convenient means of transportation. As an important component of the vehicle, the thermal management system is used to adjust the temperature in the passenger compartment and provide passengers with a comfortable riding environment. In addition, the thermal management system can also be used to cool or heat the power battery in the vehicle, or to dissipate heat from the electric drive and / or electronic control in the vehicle, or to recycle the heat of the electric drive and / or electronic control in the vehicle for heating the passenger compartment. As the functions of the thermal management system increase, the thermal management system needs to connect more and more devices, making the piping design of the thermal management system more and more complicated. In view of this, further research is needed to reduce the piping complexity of the thermal management system. Summary of the invention

[0003] The embodiments of the present application provide a thermal management system and a vehicle, which can reduce the complexity of the piping of the thermal management system.

[0004] In a first aspect, the present application provides a thermal management system, the thermal management system comprising a first refrigerant circuit, the first refrigerant circuit comprising a compressor, a reversing valve, a first refrigerant flow channel of a first heat exchanger, a first throttle valve and a second refrigerant flow channel of a second heat exchanger. The reversing valve comprises a first interface, a second interface, a third interface and a fourth interface.

[0005] The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is used to realize switching between the first flow direction mode and the second flow direction mode.

[0006] In the aforementioned first flow direction mode, the aforementioned first interface is connected to the aforementioned third interface, the aforementioned second interface is connected to the aforementioned fourth interface, and the refrigerant flow direction of the aforementioned first refrigerant circuit is: output from the outlet of the aforementioned compressor, pass through the aforementioned first interface, the aforementioned third interface, the aforementioned second refrigerant flow channel, the aforementioned first throttle valve, the aforementioned first refrigerant flow channel, the aforementioned second interface and the aforementioned fourth interface in sequence, and flow back to the aforementioned compressor.

[0007] In the aforementioned second flow direction mode, the aforementioned first interface is connected to the aforementioned second interface, the aforementioned third interface is connected to the aforementioned fourth interface, and the refrigerant flow direction of the aforementioned first refrigerant circuit is: output from the outlet of the aforementioned compressor, pass through the aforementioned first interface, the aforementioned second interface, the aforementioned first refrigerant flow channel, the aforementioned first throttle valve, the aforementioned second refrigerant flow channel, the aforementioned third interface and the aforementioned fourth interface in sequence and flow back to the aforementioned compressor.

[0008] The first heat exchanger and the second heat exchanger are liquid-cooled heat exchangers, and the first heat exchanger and the second heat exchanger are used to exchange heat with a coolant circuit in a vehicle.

[0009] Exemplarily, in the first flow mode, the first heat exchanger is used to absorb heat, and the second heat exchanger is used to release heat. In the second flow mode, the second heat exchanger is used to absorb heat, and the first heat exchanger is used to release heat.

[0010] In the above scheme, by setting a reversing valve in the refrigerant circuit, the flow direction of the refrigerant in the refrigerant circuit can be switched, and then the condensation and cooling functions of the two heat exchangers can be switched. For example, in the first flow mode, the second heat exchanger is used to realize the condensation function and release heat, and the first heat exchanger is used to realize the cooling function and absorb heat. In the second flow mode, the first heat exchanger is used to realize the condensation function and release heat, and the second heat exchanger is used to realize the cooling function and absorb heat. That is, in different modes, the two heat exchangers can realize the switching of heat absorption and heat exchange. Since the two heat exchangers are used to exchange heat with the coolant circuit, it is possible to control whether the refrigerant circuit releases heat to the coolant circuit or absorbs heat from the coolant circuit according to actual application requirements, or control whether the coolant circuit absorbs heat from the refrigerant circuit or releases heat to the refrigerant circuit. That is, by changing the flow direction of the refrigerant, the heat absorption and heat release functions of the heat exchanger can be switched, and then the heat absorption or heat release of the coolant circuit can be flexibly realized. Therefore, the pipelines of the refrigerant circuit and the coolant circuit can be reused, which simplifies the pipeline design of the thermal management system and reduces the complexity of the pipeline. Since the design is simplified, components are saved, and the implementation cost is also reduced.

[0011] Exemplarily, the outlet of the compressor is connected to the first interface, the second interface is connected to the first end of the first refrigerant flow channel, the second end of the first refrigerant flow channel is connected to the first end of the first throttle valve, the second end of the first throttle valve is connected to the first end of the second refrigerant flow channel, the second end of the second refrigerant flow channel is connected to the third interface, and the fourth interface is connected to the inlet of the compressor.

[0012] In a possible implementation, the coolant circuit in the aforementioned vehicle includes a first coolant circuit. The aforementioned first coolant circuit includes a coolant flow channel and a first heat exchange core of the aforementioned first heat exchanger. The aforementioned first heat exchange core is used to achieve heat exchange between the coolant and the air. In the cooling mode, the aforementioned first refrigerant circuit operates in the aforementioned first flow mode, and the aforementioned first refrigerant circuit is used to absorb the heat of the aforementioned first coolant circuit, so that the aforementioned first coolant circuit provides cold air cooling through the aforementioned first heat exchange core.

[0013] In the above scheme, by setting a heat exchange chip in the first coolant circuit, the heat exchange chip can realize heat exchange between the coolant and the air. Then, the heat in the first coolant circuit is absorbed by the first refrigerant circuit, so that the low-temperature coolant in the first coolant circuit flows through the heat exchange chip to exchange heat with the air and absorb the heat of the air, and the low-temperature air is blown out to reduce the temperature of the passenger compartment. Compared with the existing refrigeration method through the evaporator, this scheme will not allow the refrigerant to enter the passenger compartment, so that refrigerants with dangerous properties such as flammable properties can be used, and user safety risks can also be reduced.

[0014] In a possible implementation, the coolant circuit in the vehicle further includes a second coolant circuit. The second coolant circuit includes a coolant flow channel and a radiator of the second heat exchanger. In the cooling mode, the first refrigerant circuit is used to release heat to the second coolant circuit.

[0015] In the above solution, the heat of the first refrigerant circuit can be quickly absorbed by the second coolant circuit, so that the first refrigerant circuit can quickly absorb the heat of the first coolant circuit, thereby achieving rapid cooling.

[0016] In a possible implementation, the coolant circuit in the aforementioned vehicle further includes a third coolant circuit. The aforementioned third coolant circuit includes the coolant flow channel of the aforementioned first heat exchanger, the aforementioned first heat exchange core, the first valve device and the battery system. The aforementioned first valve device is used to divert the coolant of the aforementioned first coolant circuit to the aforementioned battery system, and return the coolant flowing through the aforementioned battery system to the aforementioned first coolant circuit. In the aforementioned cooling mode, the aforementioned third coolant circuit is used to cool the aforementioned battery system.

[0017] In the above solution, the thermal management system can also be used to cool the battery system in the vehicle to meet the cooling requirements of the battery system.

[0018] In a possible implementation, the first valve device includes a first three-way valve and a first one-way valve, wherein the first three-way valve is used to divert the coolant in the first coolant circuit to the battery system, and the first one-way valve is used to return the coolant flowing through the battery system to the first coolant circuit. Alternatively, the first valve device is a first multi-way valve, wherein two interfaces of the first multi-way valve are connected to the first coolant circuit, wherein one interface of the first multi-way valve is connected to the coolant flow channel inlet of the battery system, and another interface is connected to the coolant flow channel outlet of the battery system.

[0019] In the above scheme, the first valve device for diverting the coolant of the first coolant circuit to the battery system and returning the coolant flowing through the battery system to the first coolant circuit can be composed of a three-way valve and a one-way valve, or can be a multi-way valve including at least four interfaces. The implementation of the first valve device is flexible and diverse, and can meet different pipeline design requirements. Implementing the first valve device through a multi-way valve can increase the integration of the thermal management system and reduce the overall space occupied by the system.

[0020] In a possible implementation, the coolant circuit in the vehicle includes a first coolant circuit and a fourth coolant circuit. The first coolant circuit includes a coolant flow channel and a first heat exchange core of the first heat exchanger. The fourth coolant circuit includes a coolant flow channel and a second heat exchange core of the second heat exchanger. The first heat exchange core and the second heat exchange core are used to achieve heat exchange between coolant and air.

[0021] In the aforementioned heating and dehumidification mode, the aforementioned first refrigerant circuit operates in the aforementioned first flow mode, the aforementioned first refrigerant circuit is used to absorb the heat of the aforementioned first coolant circuit and release the heat to the aforementioned fourth coolant circuit, and the aforementioned first coolant circuit cools and dehumidifies through the aforementioned first heat exchange core. The aforementioned cooled and dehumidified air is heated by the aforementioned second heat exchange core.

[0022] In the above solution, the thermal management system can also be used to achieve a heating and dehumidification mode to meet the heating and dehumidification requirements of the passenger compartment. In addition, in this solution, the first heat exchange core can be used for cooling and dehumidification. Compared with the existing method of cooling and dehumidifying through an evaporator, this solution will not allow the refrigerant to enter the passenger compartment, so that refrigerants with dangerous properties such as flammable properties can be used while reducing user safety risks.

[0023] In a possible implementation, the aforementioned fourth coolant circuit also includes one or more of a radiator, an electric drive, and an electronic control.

[0024] In the above scheme, in the above heating and dehumidification mode, the fourth coolant loop also includes one or more components of a radiator, an electric drive, and an electric control. The component can dissipate excess heat in the fourth coolant loop, thereby adjusting the temperature of the fourth coolant loop, and then adjusting the heat supplied to the passenger compartment to avoid excessive temperature in the passenger compartment, so as to meet the heating needs of the user.

[0025] In one possible implementation, the coolant circuit in the aforementioned vehicle also includes a fifth coolant circuit. The aforementioned fifth coolant circuit includes the coolant flow channel of the aforementioned second heat exchanger, the aforementioned second heat exchange core, the second valve device and the battery system. The aforementioned second valve device is used to divert the coolant of the aforementioned fourth coolant circuit to the aforementioned battery system, and return the coolant flowing through the aforementioned battery system to the aforementioned fourth coolant circuit. In the aforementioned heating and dehumidification mode, when the aforementioned compressor operates at the lowest speed and the coolant temperature in the aforementioned fourth coolant circuit is greater than or equal to the first threshold value, the aforementioned fifth coolant circuit is used to adjust the temperature of the aforementioned fourth coolant circuit.

[0026] If the compressor runs at the lowest speed and the heat in the fourth coolant circuit is too large, the compressor will stop and restart frequently, which will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor runs at the lowest speed, the temperature in the fourth coolant circuit is adjusted through the fifth coolant circuit, so that the heat in the fourth coolant circuit can be transferred and the temperature can be reduced, thereby avoiding the frequent start and stop of the compressor.

[0027] In a possible implementation, the first valve device includes a second three-way valve and a second one-way valve, the second three-way valve is used to divert the coolant of the fourth coolant circuit to the battery system, and the second one-way valve is used to return the coolant flowing through the battery system to the fourth coolant circuit. Alternatively, the second valve device is a second multi-way valve, two interfaces of the second multi-way valve are connected to the fourth coolant circuit, one interface of the second multi-way valve is connected to the coolant flow channel inlet of the battery system, and another interface is connected to the coolant flow channel outlet of the battery system.

[0028] In the above scheme, the second valve device for diverting the coolant of the fourth coolant circuit to the battery system and returning the coolant flowing through the battery system to the fourth coolant circuit can be composed of a three-way valve and a one-way valve, or can be a multi-way valve including at least four interfaces. The implementation of the second valve device is flexible and diverse, and can meet different pipeline design requirements. Implementing the second valve device through a multi-way valve can increase the integration of the thermal management system and reduce the overall space occupied by the system.

[0029] In one possible implementation, the coolant circuit in the aforementioned vehicle also includes a third coolant circuit. The aforementioned third coolant circuit includes the coolant flow channel of the aforementioned first heat exchanger, the aforementioned first heat exchange core, the first valve device and the battery system. The aforementioned first valve device is used to divert the coolant of the aforementioned first coolant circuit to the aforementioned battery system, and return the coolant flowing through the aforementioned battery system to the aforementioned first coolant circuit. In the aforementioned heating and dehumidification mode, when the aforementioned compressor runs at the lowest speed and the coolant temperature in the aforementioned first coolant circuit is less than or equal to the second threshold value, the aforementioned third coolant circuit is used to adjust the temperature of the aforementioned first coolant circuit.

[0030] If the compressor runs at the lowest speed and the temperature in the first coolant circuit is too low, the first heat exchange core will be frosted and the compressor will be frequently stopped and restarted, which will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor runs at the lowest speed, the temperature in the first coolant circuit is adjusted by the third coolant circuit so that the temperature in the first coolant circuit will not be too low. This avoids frosting of the first heat exchange core and frequent starting and stopping of the compressor.

[0031] In a possible implementation, the coolant circuit in the vehicle includes a first coolant circuit. The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core. The first heat exchange core is used to achieve heat exchange between the coolant and the air.

[0032] In the heating mode, the first refrigerant circuit operates in the second flow mode, and the first refrigerant circuit is used to release heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

[0033] In the above scheme, in the thermal management system provided by the present application, the first coolant circuit can be used for cooling and also for heating, thus saving device expenses.

[0034] In a possible implementation, the coolant circuit in the vehicle further includes a sixth coolant circuit. The sixth coolant circuit includes the coolant flow channel of the second heat exchanger and the target device, and the target device includes an electric drive and / or an electric control.

[0035] In the aforementioned heating mode, the aforementioned first refrigerant circuit is used to absorb the heat of the aforementioned sixth coolant circuit and release the heat to the aforementioned first coolant circuit, so that the aforementioned first coolant circuit provides hot air heating through the aforementioned first heat exchange core.

[0036] In the above scheme, the heat generated by the electric drive and / or electric control in the vehicle can be recycled to heat the passenger compartment, thereby reducing energy waste.

[0037] In a possible implementation, the thermal management system further includes a seventh coolant loop. The seventh coolant loop includes a coolant flow channel of the second heat exchanger and a water heater. The water heater is used to heat the coolant in the seventh coolant loop.

[0038] In the aforementioned heating mode, the aforementioned first refrigerant circuit is used to absorb the heat of the aforementioned seventh coolant circuit and release the heat to the aforementioned first coolant circuit, so that the aforementioned first coolant circuit provides hot air heating through the aforementioned first heat exchange core.

[0039] In the above scheme, when the ambient temperature is low, the coolant can be heated by the above heater to heat the passenger compartment, thereby ensuring the heating demand of the passenger compartment.

[0040] In a possible implementation, the thermal management system further includes a second refrigerant circuit, the second refrigerant circuit including the compressor and a second throttle valve. The second refrigerant circuit is used to re-input at least part of the refrigerant output by the compressor into the compressor.

[0041] In a low-temperature environment, the compressor cannot work stably for a long time due to low inlet temperature and pressure, but it can be started and run for a short period of time. Based on this, during this short operation period, the high-pressure and high-temperature refrigerant output by the compressor can be sent back to the inlet of the compressor through the second refrigerant circuit to increase the temperature and pressure of the refrigerant at the inlet of the compressor, so as to promote the compressor to continue to operate at low temperature. In this way, the normal operation of the compressor at low temperature can be achieved, and then the normal use of the air-conditioning system in a low-temperature environment can be achieved.

[0042] In a possible implementation, the first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant bracket.

[0043] In the above solution, the refrigerant part is integrated, which can reduce the refrigerant charge amount and the risk of refrigerant leakage, thereby improving safety.

[0044] In a second aspect, the present application provides a vehicle, comprising a thermal management system as described in any one of the first aspects above. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figures 1 to 7 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0046] Figure 8 Shown is a schematic diagram of the positions of two heat exchange cores and air flow directions;

[0047] Fig. 9 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0048] Fig.10 Shown is a schematic diagram of the positions of two heat exchange cores and air flow directions;

[0049] Figures 11 to 22 The figure shows a schematic diagram of the thermal management system architecture provided by an embodiment of the present application;

[0050] Fig.23 Shown is a schematic diagram of the vehicle structure provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] In the embodiment of the present application, "multiple" refers to two or more. In the embodiment of the present application, "and / or" is used to describe the association relationship of the associated objects, indicating three relationships that can exist independently, for example, A and / or B, which can be expressed as: A exists alone, B exists alone, or A and B exist at the same time. The description methods such as "at least one (or at least one) of a1, a2, ... and an" used in the embodiment of the present application include the situation where any one of a1, a2, ... and an exists alone, and also include any combination of any multiple of a1, a2, ... and an, each of which can exist alone; for example, the description method of "at least one of a, b and c" includes the situation where a is alone, b is alone, c is alone, a and b are combined, a and c are combined, b and c are combined, or abc is combined.

[0052] In this application, the terms "first", "second", etc. are used to distinguish between identical or similar items with substantially the same effects and functions. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there a limitation on the quantity and execution order. It should also be understood that although the following description uses the terms first, second, etc. to describe various elements, these elements should not be limited by the terms. These terms are only used to distinguish one element from another element.

[0053] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0054] Exemplarily, the connection described in the embodiments of the present application refers to the connectivity of a coolant channel or a refrigerant channel, or the connectivity achieved by adjusting a related valve device, etc.

[0055] The embodiments of the present application are applicable to vehicles, and are also applicable to thermal management scenarios with other cooling (heat dissipation) and / or heating requirements. The present application is mainly introduced by taking the application scenario of the vehicle as an example. For example, the embodiments of the present application can be applied to traditional fuel vehicles or new energy vehicles. Among them, the new energy vehicle is a vehicle suitable for driving by an electric drive. The new energy vehicle can be a pure electric vehicle (pure electric vehicle / battery electric vehicle, pure EV / batteryEV), a hybrid electric vehicle (hybrid electric vehicle, HEV), an extended-range electric vehicle (range extended electric vehicle, REEV), a plug-in hybrid electric vehicle (plug-in hybrid electric vehicle, PHEV) or a hydrogen engine vehicle, etc. The embodiments of the present application do not limit the specific type of new energy vehicles.

[0056] As an important component of a vehicle, the thermal management system can achieve temperature regulation of the vehicle passenger compartment and / or components in the vehicle (such as electric drive, electronic control or battery, etc.). With the increasing number of components that require temperature regulation and the increase in temperature regulation modes in the vehicle, the thermal management system needs to connect more and more devices, making the piping design of the thermal management system more and more complicated. In order to simplify the piping design of the thermal management system and reduce the implementation complexity of the thermal management system. The embodiment of the present application provides a thermal management system and a vehicle. An exemplary introduction is given below.

[0057] First, you can refer to the example Figure 1 , exemplarily showing a possible structure of a thermal management system provided in an embodiment of the present application. The thermal management system includes a first refrigerant circuit. The first refrigerant circuit includes Figure 1 The compressor 101, the reversing valve 102, the refrigerant flow channel of the first heat exchanger 103, the first throttle valve 104 and the refrigerant flow channel of the second heat exchanger 105 are shown.

[0058] The compressor 101 is used to compress the low-temperature and low-pressure refrigerant to obtain high-temperature and high-pressure refrigerant output, and at the same time provide power for the circulation of the refrigerant in the first refrigerant circuit. 11 and d 12 express.

[0059] The reversing valve 102 comprises at least four interfaces. The four interfaces are respectively referred to as a first interface, a second interface, a third interface and a fourth interface. The first interface, the second interface, the third interface and the fourth interface are respectively referred to as a 21 ,d 22 ,d 23 and d24 The reversing valve 102 can be used to switch the refrigerant flow direction of the first refrigerant circuit. For example, the reversing valve 102 can be, for example, a four-way reversing valve or a multi-way valve. For example, the refrigerant flow direction is switched by controlling the on-off of the flow channel in the four-way reversing valve or the multi-way valve.

[0060] The first heat exchanger 103 is a liquid-cooled heat exchanger used to exchange heat with the coolant circuit in the vehicle. The first heat exchanger 103 includes a coolant flow channel and a coolant flow channel. The two interfaces of the coolant flow channel are respectively connected by d 31 and d 32 The two interfaces of the coolant flow channel are represented by d 33 and d 34 express.

[0061] The first throttle valve 104 can be used to throttle and reduce the pressure of the refrigerant flowing through the first throttle valve 104. The two interfaces of the first throttle valve 104 are respectively used for 41 and d 42 express.

[0062] The second heat exchanger 105 is a liquid-cooled heat exchanger used to exchange heat with the coolant circuit in the vehicle. The second heat exchanger 105 includes a coolant flow channel (i.e., the second medium flow channel) and a coolant flow channel. The two interfaces of the coolant flow channel are respectively connected by d 51 and d 52 The two interfaces of the coolant flow channel are represented by d 53 and d 54 express.

[0063] For example, the outlet d of the compressor 101 is 11 The first interface d with the reversing valve 102 21 Connection. The second port d of the reversing valve 102 22 The first end of the refrigerant flow channel of the first heat exchanger 103 (eg Figure 1 Interface d shown 31 ) connection. The second end of the refrigerant flow channel (for example Figure 1 Interface d shown 32 ) and the first end of the first throttle valve 104 (eg Figure 1 Interface d shown 41 ) is connected. The second end of the first throttle valve 104 (eg Figure 1 Interface d shown 42 ) and the first end of the refrigerant flow channel of the second heat exchanger 105 (for example Figure 1 Interface d shown 51 ) connection. The second end of the refrigerant flow channel (for example Figure 1 Interface d shown 52 ) and the third interface d of the reversing valve 10223 The fourth port d of the reversing valve 102 is connected. 24 The inlet d of the compressor 101 12 connect.

[0064] In a possible implementation, the first refrigerant circuit may further include a gas-liquid separator 106, for example Figure 1 As shown. The gas-liquid separator 106 can be used to store the refrigerant and realize the gas-liquid separation of the refrigerant. The gas-liquid separator 106 can be arranged at the inlet of the compressor 101. For example, the inlet of the gas-liquid separator 106 is connected to the fourth interface d of the above-mentioned reversing valve 102. 24 The outlet of the gas-liquid separator 106 is connected to the inlet of the compressor 101. 12 connect.

[0065] The first refrigerant circuit has a first flow mode and a second flow mode. The reversing valve 102 can switch between the first flow mode and the second flow mode.

[0066] For example, see Figure 2 In the first flow mode, the first port d in the reversing valve 102 21 and the third interface d 23 Connect; Second interface d 22 and the fourth interface d 24 The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of the compressor 101 11 Output, in turn through the first port d of the reversing valve 102 21 and the third interface d 23 , the refrigerant flow passage of the second heat exchanger 105, the first throttle valve 104, the refrigerant flow passage of the first heat exchanger 103, the second interface d of the reversing valve 102 22 and the fourth interface d 24 Returns to the compressor 101.

[0067] For example, see Figure 3 In the second flow mode, the first port d in the reversing valve 102 21 and the second interface d 22 Connect; the third interface d 23 and the fourth interface d 24 The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of the compressor 101 11 Output, in turn through the first port d of the reversing valve 102 21 and the second interface d 22 , the refrigerant flow passage of the first heat exchanger 103, the first throttle valve 104, the refrigerant flow passage of the second heat exchanger 105, and the third interface d of the reversing valve 102 23and the fourth interface d 24 Returns to the compressor 101.

[0068] For example, in the first flow mode, the second heat exchanger 105 can be used as a condenser to release heat. For example, the heat of the first refrigerant circuit is released to the coolant circuit in the vehicle. The first heat exchanger 103 can be used as a cooler to absorb heat. For example, it is used to absorb heat in the coolant circuit of the vehicle.

[0069] For example, in the second flow mode, the first heat exchanger 103 can be used as a condenser to release heat. For example, the heat of the first refrigerant circuit is released to the coolant circuit in the vehicle. The second heat exchanger 105 can be used as a cooler to absorb heat. For example, it is used to absorb heat in the coolant circuit of the vehicle.

[0070] Exemplarily, in a specific implementation, the thermal management system of the embodiment of the present application may further include a controller (not shown). Alternatively, the controller may be independent of the thermal management system. The controller may control the opening or closing of the devices in the thermal management system, and may also control the connectivity and disconnection of the flow channel in the valve device (such as the above-mentioned reversing valve 102) to achieve flow direction switching, etc. The embodiments of the present application will not go into details. Exemplarily, the controller may control various devices in the thermal management system to achieve the circulation of the refrigerant circuit and the coolant circuit. Various functional modes such as cooling mode, heating mode, dehumidification mode or heat dissipation mode may then be implemented. For specific examples, please refer to the subsequent introduction, which will not be described in detail here.

[0071] In the above scheme, by setting a reversing valve in the refrigerant circuit, the flow direction of the refrigerant in the refrigerant circuit can be switched, and then the condensation and cooling functions of the two heat exchangers can be switched. For example, in the first flow mode, the second heat exchanger is used to realize the condensation function and release heat, and the first heat exchanger is used to realize the cooling function and absorb heat. In the second flow mode, the first heat exchanger is used to realize the condensation function and release heat, and the second heat exchanger is used to realize the cooling function and absorb heat. That is, in different modes, the two heat exchangers can realize the switching of heat absorption and heat exchange. Since the two heat exchangers are used to exchange heat with the coolant circuit, it is possible to control whether the refrigerant circuit releases heat to the coolant circuit or absorbs heat from the coolant circuit according to actual application requirements, or control whether the coolant circuit absorbs heat from the refrigerant circuit or releases heat to the refrigerant circuit. Thus, the pipelines of the refrigerant circuit and the coolant circuit can be reused, which simplifies the pipeline design of the thermal management system and reduces the complexity of the pipeline. Due to the simplification of the design, devices are saved, thereby reducing the implementation cost.

[0072] In a possible implementation, the above Figure 1The first refrigerant circuit shown can be integrated on the refrigerant substrate or the refrigerant bracket. After integration, the refrigerant filling amount and the risk of refrigerant leakage can be reduced, thereby improving safety.

[0073] In a possible implementation, see for example Figure 4 , combined with Figure 1 The thermal management system shown may also include a first coolant circuit L1. The first coolant circuit L1 includes the coolant flow channel of the first heat exchanger 103 and the first heat exchange core 107. The first heat exchange core 107 can be used to achieve heat exchange between coolant and air. Exemplarily, in a possible implementation, a warm air core in an air-conditioning system may be used as the first heat exchange core 107. The difference is that in the embodiment of the present application, the first heat exchange core 107 can provide cold air in addition to heat exchange.

[0074] In another possible implementation, the first coolant circuit L1 may further include a water pump 108. The water pump 108 may be used to drive the coolant in the first coolant circuit L1 to circulate. Figure 4 As shown, the water pump 108 can drive the coolant from the interface d of the coolant flow channel of the first heat exchanger 103 33 After output, it flows to the first heat exchange core 107. Then, after passing through the first heat exchange core 107, it flows to the interface d of the coolant flow channel of the first heat exchanger 103. 34 A first coolant circuit L1 is formed.

[0075] In one possible implementation, Figure 4 As shown. The thermal management system may further include a second coolant loop L2. The second coolant loop L2 may include the coolant flow channel of the second heat exchanger 105 and a radiator 109. The radiator 109 is used to dissipate the heat in the second coolant loop L2 into the air.

[0076] In another possible implementation, the second coolant circuit L2 may further include a water pump 110. The water pump 110 may be used to drive the coolant in the second coolant circuit L2 to circulate. Figure 4 As shown, the water pump 110 can drive the coolant from the interface d of the coolant flow channel of the second heat exchanger 105 53 After output, it flows to the radiator 109. Then, after passing through the radiator 109, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A second coolant circuit L2 is formed.

[0077] Above Figure 4The thermal management system shown can be operated in a cooling mode to achieve cooling of the vehicle passenger compartment. Figure 2 The first flow direction mode shown is operated. The first refrigerant circuit is used to absorb the heat of the first coolant circuit L1, so that the first coolant circuit L1 provides cold air cooling through the first heat exchange core 107. In addition, the first refrigerant circuit also releases heat to the second coolant circuit L2. That is, the heat in the first refrigerant circuit is absorbed by the second coolant circuit L2 to achieve cooling of the refrigerant in the first refrigerant circuit. For ease of understanding, the following is an exemplary introduction.

[0078] Exemplarily, in the above-mentioned refrigeration mode, the high-temperature and high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is input into the refrigerant flow channel of the second heat exchanger 105 for heat exchange. In this process, the controller controls the circulation of the coolant in the second coolant loop L2. The coolant flows through the coolant flow channel of the second heat exchanger 105, exchanges heat with the refrigerant in the refrigerant flow channel of the second heat exchanger 105 to remove heat. The coolant after absorbing heat flows to the radiator, and the radiator dissipates the heat. The refrigerant output from the second heat exchanger 105 is throttled and depressurized by the first throttle valve 104 to become a low-temperature refrigerant and is input into the refrigerant flow channel of the first heat exchanger 103 for heat exchange. In this process, the controller controls the circulation of the coolant in the first coolant loop L1. The coolant flows through the coolant flow channel of the first heat exchanger 103, exchanges heat with the refrigerant in the refrigerant flow channel of the first heat exchanger 103 to release heat. The low-temperature coolant after heat release flows to the first heat exchange core 107. The first heat exchange core 107 absorbs heat from the air in the passenger compartment to cool the passenger compartment.

[0079] In a possible implementation, see for example Figure 5 , the thermal management system provided in the embodiment of the present application may also include a third coolant loop L3. The third coolant loop L3 may include a coolant flow channel of the first heat exchanger 103, a first heat exchange core 107, a first valve device 111 and a battery system 112. The battery system 112 may be, for example, a power battery system in a vehicle. The first valve device 111 is used to divert the coolant of the first coolant loop L1 to the battery system 112, and return the coolant flowing through the battery system 112 to the first coolant loop L1.

[0080] For example, in one implementation, Figure 5 As shown. The first valve device 111 may include a first three-way valve 1111 and a first one-way valve 1112. The first three-way valve 1111 is used to divert the coolant in the first coolant loop L1 to the battery system 112. The first one-way valve 1112 is used to return the coolant flowing through the battery system 112 to the first coolant loop L1. For example, in another implementation, Figure 6 The first valve device 111 may be a multi-way valve. Figure 6 The first valve device 111 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the first coolant circuit L1, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understandable that the introduction of the specific implementation of the first valve device 111 here is only an example and does not constitute a limitation on the embodiments of the present application. In a specific implementation, the function of the first valve device 111 can be realized by other valve devices or valve device combinations, and the embodiments of the present application are not limited to this.

[0081] In another possible implementation, the third coolant circuit L3 may further include a water pump 113. The water pump 113 may be used to drive the coolant in the third coolant circuit L3 to circulate. Figure 5 or Figure 6 As shown, the water pump 113 can drive the coolant diverted from the first coolant loop L1 to flow to the coolant flow channel inlet of the battery system 112. Then, after being output through the coolant flow channel outlet of the battery system 112, it flows back to the first coolant loop L1 and flows to the coolant flow channel of the first heat exchanger 103 to form a third coolant loop L3.

[0082] Exemplarily, in the above-mentioned refrigeration mode, the third coolant loop L3 can also be controlled to cool the above-mentioned battery system 112. For example, in combination with the heat exchange situation in the refrigeration mode described above, the low-temperature coolant in the above-mentioned first coolant loop L1 can be diverted to flow to the battery system 112 through the above-mentioned first valve device 111. The low-temperature coolant flows through the battery system 112 and absorbs heat in the battery system 112. The coolant after absorbing heat flows back to the first coolant loop L1 through the first valve device 111, and flows to the coolant flow channel of the first heat exchanger 103 to form a loop.

[0083] In a possible implementation, the thermal management system provided in the embodiment of the present application may be as follows: Figure 7 Compared with the above Figure 5 ,Should Figure 7 The thermal management system shown may also include a second heat exchange core 114 , a heater 115 , a target device (the target device is electrically driven and / or electrically controlled) 116 , a five-way valve 117 , a water pump 118 , a second valve device 119 and a three-way valve 120 .

[0084] The second heat exchange core 114 is used to achieve heat exchange between the coolant and the air. For example, in a possible implementation, a warm air core in an air conditioning system can be used as the second heat exchange core 114.

[0085] The five-way valve 117 includes five interfaces, respectively 61 ,d 62 ,d 63 ,d 64 ,d 65 and d 66 The interface d 61 Interface d with the coolant flow channel of the second heat exchanger 105 53 The interface d 62 The radiator 109 is connected to one end of the interface. The other end of the interface of the radiator 109 is connected to one end of the interface of the target device 116. The other end of the interface of the target device 116 is connected to the inlet of the water pump 110. The outlet of the water pump 110 is connected to the interface of the five-way valve 117. 64 Connection. Figure 7 As shown, a three-way interface P1 is further provided between the radiator 109 and the target device 116. One interface of the P1 is connected to the radiator 109, one interface is connected to the target device 116, and the other interface is connected to the interface of the five-way valve 117. 63 Connection. Interface d of the five-way valve 117 65 The outlet of the water pump 118 is connected to one end interface of the second heat exchange core 114 and one end interface of the heater 115 through the three-way valve 120. The other end interface of the second heat exchange core 114 and the other end interface of the heater 115 are connected through the three-way interface P2 and then connected to the interface d of the coolant flow channel of the second heat exchanger 105. 54 .

[0086] For example, the water pump 110 is used to drive the coolant to the interface d of the five-way valve 117. 64 The water pump 118 is used to drive the interface d of the five-way valve 117. 65 The output coolant is directed to the interface d of the second heat exchanger 105 54 Flow. Understandably, Figure 7 The positions of the water pump 110 and the water pump 118 shown are only examples and do not constitute a limitation to the embodiments of the present application. The positions of the two water pumps can be reasonably adjusted according to actual application needs.

[0087] In addition, in the above Figure 7 In the embodiment, the second valve device 119 may include a second three-way valve 1191 and a second one-way valve 1192. The second three-way valve 1191 is used to connect the interface d to the second heat exchanger 105. 54 The flowing coolant is diverted to the battery system 112. The second one-way valve 1192 is used to return the coolant flowing through the battery system 112 to the interface d of the second heat exchanger 105. 54 .

[0088] For example, in another implementation, Figure 8 The second valve device 119 may be a multi-way valve. Figure 6 The second valve device 119 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the second coolant circuit L1, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understandable that the introduction of the specific implementation of the second valve device 119 here is only an example and does not constitute a limitation on the embodiments of the present application. In a specific implementation, the function of the second valve device 119 can be realized by other valve devices or valve device combinations, and the embodiments of the present application are not limited to this.

[0089] In a possible implementation, in the above refrigeration mode, the second coolant circuit L2 for absorbing the heat of the above first refrigerant circuit can be as follows: Figure 7 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 62 Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , and then from interface d 65 Output. The water pump 118 continues to drive the coolant to flow to the second heat exchange core 114 and / or the heater 115. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the coolant flowing to the second heat exchange core 114 and / or the heater 115. Finally, the coolant is discharged from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a second coolant loop L2.

[0090] Exemplarily, in the above cooling mode, Figure 7 In the second coolant circuit L2 shown, the second heat exchange core 114 and / or the heater 115 do not participate in heat exchange. For example, the heater 115 is turned off so that it does not participate in heat exchange. For example, the air inlet of the second heat exchange core 114 can be closed by a mechanical structure so that the second heat exchange core 114 cannot participate in heat exchange. For example, the mechanical structure can be a baffle, etc. For ease of understanding, please refer to the example Figure 8 As shown. Figure 8 As shown, the air outlet of the first heat exchange core 107 is arranged opposite to the air inlet of the second heat exchange core 114. A baffle is arranged between the air outlet of the first heat exchange core 107 and the air inlet of the second heat exchange core 114, and the baffle can be controlled to move. In the cooling mode, the baffle can be controlled to cover the air inlet of the second heat exchange core 114, such as Figure 8As shown. The cold air blown out from the first heat exchange core 107 can flow to the passenger compartment without passing through the second heat exchange core 114, thereby cooling the passenger compartment. It can be understood that Figure 8 The above is only an example and does not constitute a limitation to the embodiments of the present application. It is understandable that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0091] It is understandable that the above Figure 7 The structure of the thermal management system shown is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementations, other modified thermal management system structures may also be used.

[0092] In a possible implementation, combining the above Figure 5 , Figure 6 or Figure 7 The thermal management system shown can cool the battery system 112 separately. For example, in the above cooling mode, the third coolant loop L3 is controlled to operate. For specific operation implementation, please refer to the above Figure 5 The relevant introduction is not repeated here. Based on the above introduction, it can be known that during the operation of the third coolant loop L3, the coolant flows through the first heat exchange core 107. Then, the first heat exchange core 107 can be controlled not to exchange heat, that is, there is no need to cool the passenger compartment. Thereby, the separate cooling of the battery system 112 is achieved. For example, the first heat exchange core 107 can be controlled not to exchange heat by turning off the blower or by shielding the air inlet of the first heat exchange core 107 through a mechanical structure. The embodiment of the present application is not limited to this.

[0093] In a possible implementation, see for example Fig. 9 , combined with Figure 1 The thermal management system shown in the figure may also include a first coolant circuit L1 and a fourth coolant circuit L4. The relevant introduction of the first coolant circuit L1 may be exemplified by referring to the aforementioned Figure 4 The fourth coolant circuit L4 may include the coolant flow channel of the second heat exchanger 105 and the second heat exchange core 114. The relevant introduction of the second heat exchange core 114 can be exemplarily referred to the aforementioned Figure 7 The relevant introduction is not repeated here.

[0094] In another possible implementation, the fourth coolant circuit L4 may further include a water pump for driving the coolant circulation. The water pump may be, for example, Figure 7 The water pump 118 shown. For example, Fig. 9 As shown, the coolant is supplied from the interface d of the coolant flow channel of the second heat exchanger 105. 53After the output, the water pump 118 can drive the coolant to flow to the second heat exchange core 114. Then, after passing through the second heat exchange core 114, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A fourth coolant circuit L4 is formed.

[0095] Above Fig. 9 The thermal management system shown can be operated in a heating and dehumidification mode to achieve heating and dehumidification of the vehicle passenger compartment. Figure 2 The first flow mode shown is operated. The first refrigerant circuit is used to absorb the heat of the first coolant circuit L1, so that the first coolant circuit L1 cools and dehumidifies the air through the first heat exchange core 107. In addition, the first refrigerant circuit also releases heat to the fourth coolant circuit L4. That is, the heat in the first refrigerant circuit is absorbed by the fourth coolant circuit L4. After absorbing heat, the fourth coolant circuit L4 can provide hot air to the passenger compartment for heating through the second heat exchange core 114. For example, the air cooled and dehumidified by the first heat exchange core 107 is heated by the second heat exchange core 114, and the dehumidified hot air is blown to the passenger compartment. Thereby, the heating and dehumidification of the passenger compartment is achieved. For ease of understanding, the following is an exemplary introduction.

[0096] Exemplarily, in the above-mentioned heating and dehumidification mode, the high-temperature and high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is input into the refrigerant flow channel of the second heat exchanger 105 for heat exchange. The refrigerant output from the second heat exchanger 105 is throttled and depressurized by the first throttle valve 104 and becomes a low-temperature refrigerant and is input into the refrigerant flow channel of the first heat exchanger 103 for heat exchange. In this process, the controller controls the circulation of the coolant in the first coolant loop L1. The coolant flows through the coolant flow channel of the first heat exchanger 103 and exchanges heat with the refrigerant in the refrigerant flow channel of the first heat exchanger 103 to release heat. The low-temperature coolant after heat release flows to the first heat exchange core 107. The air flows through the low-temperature first heat exchange core 107 to be cooled and dehumidified. In addition, the controller controls the circulation of the coolant in the fourth coolant loop L4. The coolant flows through the coolant flow channel of the second heat exchanger 105 and exchanges heat with the refrigerant in the refrigerant flow channel of the second heat exchanger 105 to remove heat. The coolant after absorbing heat flows to the second heat exchange core 114. The air cooled and dehumidified by the first heat exchange core 107 exchanges heat with the second heat exchange core 114 to be heated, and the dehumidified hot air is blown toward the passenger compartment.

[0097] In a possible implementation, in the heating and dehumidification mode, the location of the first heat exchange core 107 and the second heat exchange core 114 and the air flow direction can be exemplified by referring to Fig.10 As shown. Fig.10 With the above Figure 8Compared with the first heat exchange core 107, the difference is that the baffle no longer blocks the air inlet of the second heat exchange core 114. Therefore, the air can flow to the second heat exchange core 114 after being cooled and dehumidified by the first heat exchange core 107. After the air is heated by the second heat exchange core 114, the dehumidified hot air is blown to the passenger compartment to achieve heating and dehumidification of the passenger compartment. It can be understood that Fig.10 The above is only an example and does not constitute a limitation to the embodiments of the present application. It is understandable that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0098] In one possible implementation, if the thermal management system Figure 7 Then, in the above heating and dehumidification mode, the fourth coolant circuit L4 for absorbing the heat of the above first refrigerant circuit can be as follows: Fig.11 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 63 Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , and then from interface d 65 The water pump 118 continues to drive the coolant to flow to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to achieve the coolant flowing to the second heat exchange core 114 instead of flowing to the heater 115. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a fourth coolant loop L4.

[0099] Above Fig.11 The fourth coolant circuit L4 shown does not pass through the radiator 109, that is, the radiator 109 is bypassed. In a possible implementation, during the operation of the fourth coolant circuit L4, if there is excess heat in the fourth coolant circuit L4, in addition to meeting the heating demand of the passenger compartment, there is also excess heat. Then, the interface d of the five-way valve 117 can be controlled. 62 The coolant output from the coolant flow channel of the second heat exchanger 105 can be opened through the interface d 62 After flowing to the radiator 109, it is merged into the fourth coolant loop L4. In this case, the coolant output from the coolant flow channel of the second heat exchanger 105 has two channels. That is, part of the coolant flows from the interface d of the five-way valve 117. 63 The other part is output from the interface d of the five-way valve 117. 62Output. Then, part of the coolant flows through the radiator 109. The excess heat can be dissipated through the radiator 109 to avoid the passenger compartment temperature being too high. In another implementation, if the heat to be dissipated is large, the interface d of the five-way valve 117 can also be closed. 63 , open the port d of the five-way valve 117 62 All the cooling liquid is cooled by the radiator 109. It is understood that the description here is only an example and does not constitute a limitation on the embodiments of the present application.

[0100] For example, in a possible implementation, a temperature sensor is provided to detect the temperature at the outlet of the second heat exchange core 114. If the temperature is detected to continue to rise, or if the temperature is detected to be greater than a certain threshold, it indicates that there is excess heat in the fourth coolant circuit L4. The interface d of the five-way valve 117 can be controlled. 62 Open for cooling operation.

[0101] For example, in a possible implementation, when the heat load of the passenger compartment is small, the above Fig.11 The fourth coolant circuit L4 shown is used to cooperate with the above-mentioned first refrigerant circuit and the first coolant circuit L1 to realize the above-mentioned heating and dehumidification mode. The heat load refers to the amount of heat required to be supplied per unit time in order to maintain the thermal balance of the passenger compartment. That is, a smaller heat load in the passenger compartment can be understood as a smaller amount of heat required per unit time in the passenger compartment. Exemplarily, in a specific implementation, the size of the heat load in the passenger compartment can be determined based on the passenger compartment temperature set by the user. For example, after the user turns on the air conditioner in the passenger compartment and selects the air conditioner gear, the selected gear corresponds to a set temperature. The controller can compare the temperature with a preset temperature threshold. If the set temperature is greater than or equal to the temperature threshold, it indicates that the heat load of the passenger compartment is large. Conversely, if the set temperature is less than the temperature threshold, it indicates that the heat load of the passenger compartment is small. In the above case where it is determined that the heat load of the passenger compartment is small, the controller can control the above Fig.11 The fourth coolant circuit L4 shown operates to cooperate with the above-mentioned heating and dehumidification mode.

[0102] In a possible implementation, when it is determined that the heat load of the passenger compartment is large, in the heating and dehumidification mode, the fourth coolant circuit L4 for absorbing the heat of the first refrigerant circuit may be as follows: Fig.12 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 Input, from interface d 65Then, the water pump 118 drives the coolant to flow to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to achieve the coolant flowing to the second heat exchange core 114 instead of flowing to the heater 115. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a fourth coolant loop L4.

[0103] Compare the above Fig.12 and Fig.11 The fourth coolant circuit L4 shown can be seen, Fig.11 The fourth coolant loop L4 shown flows through the target device 116 and, optionally, may also flow through the radiator 109. Fig.12 The fourth cooling liquid loop L4 shown does not flow through the target device 116 and the radiator 109. This is because Fig.11 The fourth coolant loop L4 shown is operated when the passenger compartment load is small. Since the passenger compartment load is small, the heating demand of the passenger compartment can be met without excessive heat. Therefore, the fourth coolant loop L4 in operation passes through the target device 116 and, optionally, the radiator 109 to dissipate the excess heat. Fig.12 The fourth coolant loop L4 shown is operated when the passenger compartment is heavily loaded. Since the passenger compartment is heavily loaded, more heat is required to meet the heating demand of the passenger compartment. Therefore, the operating fourth coolant loop L4 does not pass through the target device 116 and the radiator 109, thereby reducing the heat dissipation. This ensures that sufficient heat is used for heating the passenger compartment.

[0104] In a possible implementation, if the passenger compartment load is large, the above Fig.12 In the process of implementing the above-mentioned heating and dehumidification mode with the fourth coolant circuit L4 shown in the figure, if the heat of the fourth coolant circuit L4 is too large and the compressor 101 is at the lowest speed, it is impossible to reduce the heating amount by reducing the speed. Fig.13 The fifth coolant circuit L5 shown is used to adjust the temperature of the fourth coolant circuit L4.

[0105] like Fig.13 As shown, the fifth coolant loop L5 may include a coolant flow channel of the second heat exchanger 105, a second heat exchange core 114, a second valve device 119 and a battery system 112. The second valve device 119 is used to divert the coolant of the fourth coolant loop L4 to the battery system 112, and return the coolant flowing through the battery system 112 to the fourth coolant loop L4.

[0106] For example, in one implementation, Fig.13As shown. The second valve device 119 may include a second three-way valve 1191 and a second one-way valve 1192. The second three-way valve 1191 is used to divert the coolant of the fourth coolant loop L4 to the battery system 112. The second one-way valve 1192 is used to return the coolant flowing through the battery system 112 to the fourth coolant loop L4. For example, in another implementation, Fig.14 The second valve device 119 may be a multi-way valve. Fig.14 The second valve device 119 is illustrated as a four-way valve. The multi-way valve has two interfaces connected to the fourth coolant circuit L4, one interface is used to connect to the coolant flow channel inlet of the battery system 112, and another interface is connected to the coolant flow channel outlet of the battery system 112. It is understandable that the introduction of the specific implementation of the second valve device 119 here is only an example and is not enough to limit the embodiments of the present application. In a specific implementation, the function of the second valve device 119 can be realized by other valve devices or valve device combinations, and the embodiments of the present application are not limited to this.

[0107] For example, Fig.13 or Fig.14 As shown, the coolant diverted from the fourth coolant loop L4 is driven by the water pump 113 to flow to the coolant flow channel inlet of the battery system 112. Then, after being output through the coolant flow channel outlet of the battery system 112, it flows back to the fourth coolant loop L4 through the second valve device 119. And flows to the coolant flow channel of the second heat exchanger 105 to form the fifth coolant loop L5.

[0108] For example, in the above heating and dehumidification mode, due to the large load in the passenger compartment, the above Fig.12 The fourth coolant circuit L4 shown is used to cooperate with the above-mentioned heating and dehumidification mode. In this case, the greater the speed of the compressor 101, the more heat the first refrigerant circuit releases to the fourth coolant circuit L4. Therefore, in general, the temperature in the fourth coolant circuit L4 can be adjusted by adjusting the speed of the compressor 101. For example, increasing the speed of the compressor 101 can increase the temperature in the fourth coolant circuit L4. Conversely, reducing the speed of the compressor 101 can reduce the temperature in the fourth coolant circuit L4. However, when the compressor 101 runs at the lowest speed, the heat in the fourth coolant circuit L4 is still too large and the temperature is still too high. For example, the temperature at the outlet of the second heat exchange core 114 is detected by the temperature sensor to be greater than or equal to the first threshold. At this time, the temperature in the fourth coolant circuit L4 cannot be adjusted by reducing the speed of the compressor 101. Then, the fifth coolant circuit L5 can be controlled to operate, so as to transfer excess heat to the battery system 112. It is used to heat the battery system 112. The temperature in the fourth coolant circuit L4 can then be reduced.

[0109] If the compressor 101 runs at the lowest speed and the heat in the fourth coolant loop L4 is too large, the compressor 101 will be frequently stopped and restarted, which will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor 101 runs at the lowest speed, the temperature in the fourth coolant loop L4 is adjusted by the fifth coolant loop L5, so that the heat in the fourth coolant loop L4 can be transferred and the temperature can be reduced. This avoids the frequent start and stop of the compressor 101.

[0110] In a possible implementation, if the passenger compartment load is large, the above Fig.12 In the process of implementing the heating and dehumidification mode with the fourth coolant loop L4 shown, if the temperature in the first coolant loop L1 is too low and the compressor 101 is at the lowest speed, the temperature in the first coolant loop L1 cannot be adjusted by reducing the speed. In this case, the temperature in the first coolant loop L1 can be adjusted by the third coolant loop L3. For ease of understanding, please refer to the example Fig.15 .exist Fig.15 Regarding the first refrigerant circuit, the first coolant circuit L1 and the third coolant circuit L3, reference may be made to the aforementioned introduction and will not be repeated here.

[0111] For example, in the above heating and dehumidification mode, due to the large load in the passenger compartment, Fig.15 The fourth coolant circuit L4 shown is used to cooperate with the first refrigerant circuit and the first coolant circuit L1 to realize the heating and dehumidification mode. Fig.15 The fourth coolant circuit L4 shown can refer to the previous Fig.13 The fourth coolant circuit L4 shown. In this case, the greater the speed of the compressor 101, the more heat the first refrigerant circuit absorbs from the first coolant circuit L1. Therefore, in general, the temperature in the first coolant circuit L1 can be adjusted by adjusting the speed of the compressor 101. For example, increasing the speed of the compressor 101 can reduce the temperature in the first coolant circuit L1. Conversely, reducing the speed of the compressor 101 can increase the temperature in the first coolant circuit L1. However, when the compressor 101 is running at the lowest speed, the temperature in the first coolant circuit L1 is still too low. For example, the temperature at the outlet of the first heat exchange core 107 is detected by the temperature sensor to be less than or equal to the second threshold. At this time, the temperature in the first coolant circuit L1 cannot be adjusted by reducing the speed of the compressor 101. Then, the third coolant circuit L3 can be controlled to operate, so that the temperature of the coolant can be neutralized by the battery system 112. Then, the temperature in the first coolant circuit L1 can be balanced or even increased.

[0112] For example, the above mainly Fig.15In another implementation, the above-mentioned implementation of adjusting the temperature in the first coolant circuit L1 by the third coolant circuit L3 is also applicable to Fig.14 The structure shown in the embodiment of the present application will not be described in detail.

[0113] If the compressor 101 runs at the lowest speed and the temperature in the first coolant loop L1 is too low, the first heat exchange core 107 will be frosted and the compressor 101 will be frequently stopped and restarted. This will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor 101 runs at the lowest speed, the temperature in the first coolant loop L1 is adjusted by the third coolant loop L3 so that the temperature in the first coolant loop L1 will not be too low. This will avoid frosting of the first heat exchange core 107 and frequent starts and stops of the compressor 101.

[0114] In a possible implementation, see for example Fig.16 , combined with Figure 1 The thermal management system shown in the figure may further include a first coolant loop L1 and a sixth coolant loop L6. The introduction of the first coolant loop L1 may refer to the above-mentioned introduction, which will not be repeated here. The sixth coolant loop L6 may include the coolant flow channel of the second heat exchanger 105 and the target device 116. The introduction of the target device 116 may refer to the above-mentioned introduction, which will not be repeated here.

[0115] In another possible implementation, the sixth coolant circuit L6 may further include a water pump 110. The water pump 110 may be used to drive the coolant in the sixth coolant circuit L6 to circulate. Fig.16 As shown, the water pump 110 can drive the coolant from the interface d of the coolant flow channel of the second heat exchanger 105 53 After output, it flows to the target device 116. Then, after passing through the target device 116, it flows to the interface d of the coolant flow channel of the second heat exchanger 105. 54 A sixth coolant circuit L6 is formed.

[0116] Above Fig.16 The thermal management system shown can be operated in a heating mode to achieve heating of the vehicle passenger compartment. For example, in a specific implementation, in the heating mode, the first refrigerant circuit is operated in the heating mode. Figure 3 The second flow mode shown is operated. The first refrigerant circuit is used to absorb the heat of the sixth coolant circuit L6 and release the heat to the first coolant circuit L1. Exemplarily, the heating mode can recycle the heat generated by the target device 116 in the sixth coolant circuit L6 to heat the passenger compartment. For ease of understanding, the following is an exemplary introduction.

[0117] Exemplarily, in the above-mentioned heating mode, the high-temperature and high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is input into the refrigerant flow channel of the first heat exchanger 103 for heat exchange. In this process, the controller controls the circulation of the coolant in the first coolant loop L1. The coolant flows through the coolant flow channel of the first heat exchanger 103, exchanges heat with the refrigerant in the refrigerant flow channel of the first heat exchanger 103 to remove heat. The coolant after absorbing heat flows to the first heat exchange core 107. The first heat exchange core 107 exchanges heat with the air to heat the air to heat the passenger compartment. The refrigerant output from the first heat exchanger 103 passes through the first throttle valve 104 and is input into the refrigerant flow channel of the second heat exchanger 105 for heat exchange. In this process, the controller controls the circulation of the coolant in the sixth coolant loop L6. The coolant flows through the coolant flow channel of the second heat exchanger 105, exchanges heat with the refrigerant in the refrigerant flow channel of the second heat exchanger 105, and releases heat to the first refrigerant loop. The refrigerant after absorbing heat flows through the reversing valve and returns to the compressor 101 to continue to be used for heat exchange with the first coolant circuit L1 to heat the passenger compartment.

[0118] In one possible implementation, if the thermal management system Figure 7 Then, in the above heating mode, the sixth coolant circuit L6 can be as follows Fig.17 Specifically, the coolant is fed from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 62 Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 , and then from interface d 65 The water pump 118 continues to drive the coolant to flow to the heater 115. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to achieve the coolant flowing to the heater 115 instead of flowing to the second heat exchange core 114. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a sixth coolant loop L6.

[0119] For example, the above Fig.17 The sixth cooling liquid loop L6 shown does not pass through the second heat exchange core 114, that is, the second heat exchange core 114 is bypassed. In another possible implementation, the sixth cooling liquid loop L6 can pass through the second heat exchange core 114. For example, the opening of the interface of the three-way valve 120 can be controlled to realize the flow of cooling liquid to the second heat exchange core 114.

[0120] In a possible implementation, in the heating mode, if the temperature in the sixth coolant loop L6 is higher than the ambient temperature, then, in order to prevent the heat in the sixth coolant loop L6 from being dissipated into the environment, the radiator 109 may be bypassed. For example, the interface d of the coolant flow channel of the second heat exchanger 105 may be detected by a temperature sensor. 53 The output coolant temperature and the ambient temperature. 53 If the output coolant temperature is greater than or equal to the ambient temperature, the interface d of the five-way valve 117 can be controlled. 62 Close and control the port d of the five-way valve 117 63 Open. Make the interface d of the coolant flow channel of the second heat exchanger 105 53 The coolant is output from the interface d of the five-way valve 117. 63 Flows to the target device 116. Thus, the heat sink 109 is bypassed.

[0121] In a possible implementation, in the above heating mode, if the ambient temperature is lower than the third threshold or the heat generated by the target device 116 cannot meet the heating requirement of the passenger compartment, then Fig.18 Specifically, the coolant is connected to the coolant flow channel interface d of the second heat exchanger 105. 53 After output, it passes through the interface d of the five-way valve 117 61 With interface d 65 Then, the water pump 118 drives the coolant to flow to the heater 115. Finally, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 54 The coolant returns to the coolant flow path of the second heat exchanger 105 to form a seventh coolant loop L7. In the seventh coolant loop L7, the heater 115 can be turned on to heat the coolant.

[0122] For example, in one implementation, when the ambient temperature is lower than the third threshold or the heat generated by the target device 116 cannot meet the heating requirement of the passenger compartment, the controller controls the seventh coolant loop L7 to operate. The heater 115 starts to heat the coolant. At the interface d of the coolant flow channel of the second heat exchanger 105 53 When the temperature of the output coolant is greater than or equal to the fourth threshold value, the compressor 101 is turned on. And the first coolant loop L1 is controlled to operate. So that the seventh coolant loop L7 can release heat to the first refrigerant loop. The first refrigerant loop releases heat to the first coolant loop L1. So that the first coolant loop L1 provides hot air heating through the first heat exchange core 107. The specific implementation process can refer to the above introduction, which will not be repeated here.

[0123] In a possible implementation, the thermal management system provided in the embodiment of the present application can also be as follows: Fig.19 The thermal management system also includes a second refrigerant circuit, for example, Fig.19 The circuit shown in bold and black. The second refrigerant circuit includes a compressor 101 and a second throttle valve 121A. The second refrigerant circuit is used to re-input at least part of the refrigerant output by the compressor 101 into the compressor 101.

[0124] Exemplarily, in a specific implementation, when the ambient temperature is too low, for example, when the ambient temperature is lower than the third threshold, the inlet pressure of the compressor 101 will be too low (for example, lower than 1 atmosphere, etc.). This will cause the compressor 101 to fail to work properly, so that the thermal management system cannot operate normally. In this case, although the compressor 101 cannot operate normally for a long time, it can be started and run for a short period of time. Based on this, the controller can first control the compressor 101 to start and operate the compressor at a lower speed. So that at least part of the refrigerant output from the compressor 101 passes through the second throttle valve 121A and then re-inputs the compressor 101. Since the refrigerant output from the compressor 101 is high-temperature and high-pressure refrigerant, the high-temperature and high-pressure refrigerant flows back to the compressor 101, which can increase the temperature and pressure of the refrigerant at the inlet of the compressor 101. Thereby prompting the compressor 101 to continue to operate.

[0125] In a possible implementation, combining the above Fig.17 , Fig.18 or Fig.19 The thermal management system shown can heat the battery system 112 separately. For ease of understanding, please refer to the example Fig. 20 . Fig. 20 It is a combination Fig.17 For example. Fig. 20 and Fig.17 The difference is that the coolant of the first coolant circuit L1 can be diverted to the battery system 112 for heating the battery through the first valve device 111. Then, the coolant flowing through the battery system 112 is returned to the first coolant circuit L1. In this process, the first heat exchange core 107 does not perform heat exchange, that is, there is no need to heat the passenger compartment. Thereby, separate heating of the battery system 112 is achieved. For example, the first heat exchange core 107 can be controlled not to perform heat exchange by turning off the blower or by shielding the air inlet of the first heat exchange core 107 through a mechanical structure. The embodiments of the present application are not limited to this.

[0126] In a possible implementation, the above Figure 7 In the thermal management system shown in FIG. 1 , the first valve device 111 and the second valve device 119 may be replaced by a multi-way valve, for example, as shown in FIG. Fig.21 The multi-way valve 121 is shown. Fig.21The multi-way valve 121 shown is shown as an eight-way valve. In other possible implementations, the multi-way valve 121 can also be a nine-way valve or other multi-way valve. The multi-way valve 121 is introduced as an eight-way valve. The multi-way valve 121 includes eight interfaces, which are represented by ①, ②, ③, ④, ⑤, ⑥, ⑦ and ⑧ respectively.

[0127] For example, the interface ① of the multi-way valve 121 is used to connect to the outlet of the coolant flow channel of the first heat exchange core 107. The interface ② of the multi-way valve 121 is used to connect to the interface d of the coolant flow channel of the first heat exchanger 103. 34 The interface ③ of the multi-way valve 121 is used to connect to the interface d of the coolant flow channel of the second heat exchanger 105. 54 The interface ④ of the multi-way valve 121 is used to connect the coolant flow channel outlet of the second heat exchange core 114. The interfaces ⑤ and / or ⑥ of the multi-way valve 121 are used to connect the coolant flow channel outlet of the battery system 112. The interfaces ⑦ and / or ⑧ of the multi-way valve 121 are used to connect the coolant flow channel inlet of the battery system 112.

[0128] Exemplarily, the controller can realize the third coolant circuit L3 or the fifth coolant circuit L5 by controlling the opening and closing of each interface of the multi-way valve 121. For example, the controller can control interfaces ①, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ② of the multi-way valve 121 to be opened, and the remaining interfaces to be closed to realize the third coolant circuit L3. Or, for example, the controller can control interfaces ④, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ③ of the multi-way valve 121 to be opened, and the remaining interfaces to be closed to realize the fifth coolant circuit L5.

[0129] In the above solution, by replacing the first valve device 111 and the second valve device 119 with a multi-way valve, the integration of the thermal management system can be increased, and the volume of the thermal management system and the complexity of the pipeline design can be reduced.

[0130] It is understandable that the above Fig.21 What is shown is only an example and does not constitute a limitation to the embodiments of the present application.

[0131] In a possible implementation, the thermal management system provided in the embodiment of the present application may also be as follows: Fig. 22 shown. Fig. 22 The thermal management system shown is based on Fig.19 and Fig.21 It can be seen that Fig. 22 In the embodiment, the second refrigerant circuit replaces the heater 115, and the multi-way valve 121 replaces the first valve device 111 and the second valve device 119. Fig. 22 The thermal management system shown can also realize any of the cooling, heating or heating and dehumidification modes described above. For details, please refer to the above introduction and will not be repeated here.

[0132] The present application also provides a vehicle, for example, Fig.23 The vehicle 2300 may include a thermal management system as described in any possible implementation manner described above.

[0133] It should be understood that in the various embodiments of the present application, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0134] It should also be understood that the term “comprise” (also known as “includes,” “including,” “comprises” and / or “comprising”) when used in this specification specifies the presence of stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0135] It should also be understood that the references to "one embodiment", "an embodiment", or "a possible implementation" throughout the specification mean that specific features, structures, or characteristics related to the embodiment or implementation are included in at least one embodiment of the present application. Therefore, the references to "in one embodiment" or "in an embodiment", or "a possible implementation" throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A thermal management system, characterized in that: The thermal management system includes a first refrigerant circuit, the first refrigerant circuit includes a compressor, a reversing valve, a first refrigerant flow channel of a first heat exchanger, a first throttle valve and a second refrigerant flow channel of a second heat exchanger; the reversing valve includes a first interface, a second interface, a third interface and a fourth interface; The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is used to realize switching between the first flow direction mode and the second flow direction mode; In the first flow direction mode, the first interface is connected to the third interface, the second interface is connected to the fourth interface, and the refrigerant flow direction of the first refrigerant circuit is: output from the outlet of the compressor, and sequentially pass through the first interface, the third interface, the second refrigerant flow channel, the first throttle valve, the first refrigerant flow channel, the second interface and the fourth interface to flow back to the compressor; In the second flow direction mode, the first interface is connected to the second interface, the third interface is connected to the fourth interface, and the refrigerant flow direction of the first refrigerant circuit is: output from the outlet of the compressor, and sequentially pass through the first interface, the second interface, the first refrigerant flow channel, the first throttle valve, the second refrigerant flow channel, the third interface, and the fourth interface to flow back to the compressor; The first heat exchanger and the second heat exchanger are liquid-cooled heat exchangers, and the first heat exchanger and the second heat exchanger are used to exchange heat with a coolant circuit in a vehicle.

2. The system according to claim 1, characterized in that In the first flow mode, the first heat exchanger is used to absorb heat, and the second heat exchanger is used to release heat; In the second flow mode, the second heat exchanger is used to absorb heat, and the first heat exchanger is used to release heat.

3. The system according to claim 1 or 2, characterized in that: The outlet of the compressor is connected to the first interface, the second interface is connected to the first end of the first refrigerant flow channel, the second end of the first refrigerant flow channel is connected to the first end of the first throttle valve, the second end of the first throttle valve is connected to the first end of the second refrigerant flow channel, the second end of the second refrigerant flow channel is connected to the third interface, and the fourth interface is connected to the inlet of the compressor.

4. The system according to any one of claims 1 to 3, characterized in that: The coolant circuit in the vehicle includes a first coolant circuit; The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the first heat exchange core is used to achieve heat exchange between the coolant and the air; In the cooling mode, the first refrigerant circuit operates in the first flow direction mode, and the first refrigerant circuit is used to absorb heat from the first coolant circuit, so that the first coolant circuit provides cold air cooling through the first heat exchange core.

5. The system according to claim 4, characterized in that The coolant circuit in the vehicle further includes a second coolant circuit; The second coolant circuit includes a coolant flow channel of the second heat exchanger and a radiator; In the cooling mode, the first refrigerant circuit is used to release heat to the second coolant circuit.

6. The system according to claim 4 or 5, characterized in that: The coolant circuit in the vehicle further includes a third coolant circuit; The third coolant loop includes a coolant flow channel of the first heat exchanger, the first heat exchange core, a first valve device and a battery system; the first valve device is used to divert the coolant of the first coolant loop to the battery system, and return the coolant flowing through the battery system to the first coolant loop; In the cooling mode, the third coolant circuit is used to cool the battery system.

7. The system according to claim 6, characterized in that The first valve device includes a first three-way valve and a first one-way valve, wherein the first three-way valve is used to divert the coolant in the first coolant circuit to the battery system, and the first one-way valve is used to return the coolant flowing through the battery system to the first coolant circuit; or, The first valve device is a first multi-way valve, and the first multi-way valve has two interfaces connected to the first coolant circuit, one interface of the first multi-way valve is connected to the coolant flow channel inlet of the battery system, and the other interface is connected to the coolant flow channel outlet of the battery system.

8. The system according to any one of claims 1 to 7, characterized in that: The coolant circuit in the vehicle includes a first coolant circuit and a fourth coolant circuit; The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the fourth coolant circuit includes a coolant flow channel of the second heat exchanger and a second heat exchange core; the first heat exchange core and the second heat exchange core are used to realize heat exchange between coolant and air; In the heating and dehumidification mode, the first refrigerant circuit operates in the first flow mode, the first refrigerant circuit is used to absorb heat from the first coolant circuit and release heat to the fourth coolant circuit, the first coolant circuit cools and dehumidifies through the first heat exchange core; the air after cooling and dehumidification is heated by the second heat exchange core.

9. The system according to claim 8, characterized in that The fourth coolant circuit also includes one or more of a radiator, an electric drive, and an electric control.

10. The system according to claim 8, characterized in that The coolant circuit in the vehicle further includes a fifth coolant circuit; The fifth coolant loop includes a coolant flow channel of the second heat exchanger, the second heat exchange core, a second valve device and a battery system; the second valve device is used to divert the coolant of the fourth coolant loop to the battery system, and return the coolant flowing through the battery system to the fourth coolant loop; In the heating and dehumidification mode, when the compressor runs at the lowest speed and the coolant temperature in the fourth coolant circuit is greater than or equal to a first threshold, the fifth coolant circuit is used to adjust the temperature of the fourth coolant circuit.

11. The system according to claim 10, characterized in that The first valve device includes a second three-way valve and a second one-way valve, the second three-way valve is used to divert the coolant of the fourth coolant circuit to the battery system, and the second one-way valve is used to return the coolant flowing through the battery system to the fourth coolant circuit; or, The second valve device is a second multi-way valve, and the second multi-way valve has two interfaces connected to the fourth coolant circuit, one interface of the second multi-way valve is connected to the coolant flow channel inlet of the battery system, and another interface is connected to the coolant flow channel outlet of the battery system.

12. The system according to claim 8, characterized in that The coolant circuit in the vehicle further includes a third coolant circuit; The third coolant loop includes a coolant flow channel of the first heat exchanger, the first heat exchange core, a first valve device and a battery system; the first valve device is used to divert the coolant of the first coolant loop to the battery system, and return the coolant flowing through the battery system to the first coolant loop; In the heating and dehumidification mode, when the compressor runs at the lowest speed and the coolant temperature in the first coolant circuit is less than or equal to a second threshold, the third coolant circuit is used to adjust the temperature of the first coolant circuit.

13. The system according to any one of claims 1 to 12, characterized in that: The coolant circuit in the vehicle includes a first coolant circuit; The first coolant circuit includes a coolant flow channel of the first heat exchanger and a first heat exchange core; the first heat exchange core is used to achieve heat exchange between the coolant and the air; In the heating mode, the first refrigerant circuit operates in the second flow direction mode, and the first refrigerant circuit is used to release heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

14. The system according to claim 13, characterized in that The coolant circuit in the vehicle further includes a sixth coolant circuit; The sixth coolant circuit includes the coolant flow channel of the second heat exchanger and the target device, and the target device includes an electric drive and / or an electric control; In the heating mode, the first refrigerant circuit is used to absorb heat from the sixth coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

15. The system according to claim 13, characterized in that The thermal management system further includes a seventh coolant circuit; The seventh coolant circuit comprises a coolant flow channel of the second heat exchanger and a water heater; the water heater is used to heat the coolant in the seventh coolant circuit; In the heating mode, the first refrigerant circuit is used to absorb heat from the seventh coolant circuit and release the heat to the first coolant circuit, so that the first coolant circuit provides hot air heating through the first heat exchange core.

16. The system according to any one of claims 1 to 15, characterized in that: The thermal management system further includes a second refrigerant circuit, the second refrigerant circuit including the compressor and a second throttle valve; The second refrigerant circuit is used to re-input at least part of the refrigerant output by the compressor into the compressor.

17. The system according to any one of claims 1 to 16, characterized in that: The first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant bracket.

18. A vehicle, characterized in that: The vehicle comprises a thermal management system as claimed in any one of claims 1-17.

Images