Thermal management system

Abstract

The invention provides a thermal management system. The thermal management system comprises a cooling liquid loop system, a refrigerant loop system, a multi-way valve and a control module. The refrigerant loop system comprises a compressor, an air cooling evaporator, a water cooling evaporator, a water cooling condenser, a first expansion valve and a second expansion valve; the cooling liquid loop system comprises a heat recovery passage, a heat release passage, a warm air passage, an engine passage, an electric drive passage and a battery passage; wherein the water-cooled evaporator is connected in the heat recovery channel, and the water-cooled condenser is connected in the heat release channel; the control module is electrically connected with the multi-way valve and used for controlling the multi-way valve to be switched in multiple communication modes, so that the heat recovery channel, the heat release channel, the engine channel, the electric drive channel, the warm air channel and the battery channel form different loops. According to the scheme provided by the invention, the integration of the thermal management system can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and in particular to a thermal management system. Background Art

[0002] The global new energy vehicle industry is developing rapidly, and the performance and cost of thermal management systems have become an important part of new energy vehicles. Hybrid (or extended-range) vehicles account for a large proportion of new energy vehicles.

[0003] Hybrid (or extended-range) vehicles have multiple heat sources, including engines, motors, batteries, etc. The thermal management system needs to effectively control the temperature and manage the thermal balance of these different heat sources. This makes the architecture of the vehicle thermal management system very complex, resulting in a large number of components in the thermal management system, and very complex pipe layout and avoidance work. Summary of the invention

[0004] The present application provides a thermal management system, which can improve the integration of the thermal management system.

[0005] A thermal management system includes: a coolant loop system, a refrigerant loop system, a multi-way valve and a control module;

[0006] The refrigerant circuit system comprises a first refrigerant circuit and a second refrigerant circuit, wherein the first refrigerant circuit is connected in series with a compressor, a water-cooled condenser, a first expansion valve and an air-cooled evaporator in sequence, and the second refrigerant circuit is connected in series with the compressor, the water-cooled condenser, the second expansion valve and the water-cooled evaporator in sequence;

[0007] The coolant loop system includes a heat recovery passage, a heat release passage, a warm air passage for heating the passenger compartment, an engine passage for regulating the engine temperature, an electric drive passage for regulating the temperature of the electric drive assembly, and a battery passage for regulating the battery temperature; wherein the water-cooled evaporator is connected to the heat recovery passage, and the water-cooled condenser is connected to the heat release passage;

[0008] The multi-way valve connects the heat recovery passage, the heat release passage, the engine passage, the electric drive passage, the warm air passage and the battery passage, and the multi-way valve has multiple connection modes;

[0009] The control module is electrically connected to the multi-way valve and is used to control the multi-way valve to switch between multiple connection modes so that the heat recovery passage and the heat release passage respectively form different circuits with the engine passage, the electric drive passage, the warm air passage and the battery passage.

[0010] Optionally, the engine passage is connected with an engine, a first water pump and a first radiator, the first water pump and the engine are sequentially connected in series and then divided into a first engine branch and a second engine branch, and the first radiator is connected in series with the second engine branch;

[0011] The multi-way valve comprises a first valve port, a second valve port and a third valve port, wherein the first valve port is connected to the inlet of the engine passage, the second valve port is connected to the outlet of the first engine branch, and the third valve port is connected to the outlet of the second engine branch;

[0012] The multi-way valve can adjust the opening ratio P1 between the second valve port and the third valve port.

[0013] Optionally, the multi-way valve has a first connection mode. In the first connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the first engine branch and the second engine branch are both connected in series with the heat recovery passage, and the heat release passage is connected to the warm air passage to form an engine waste heat recovery circuit for heating the passenger compartment.

[0014] Optionally, the control module is used to:

[0015] Obtain the engine inlet fluid temperature Te and ambient temperature Tout;

[0016] When Te is less than a first liquid temperature threshold, Tout is greater than a first ambient temperature threshold, and a difference between Te and Tout is greater than a first preset difference, controlling the multi-way valve to make P1 equal to 0;

[0017] When Te is greater than the second liquid temperature threshold, Tout is less than or equal to the first ambient temperature threshold, or the difference between Te and Tout is less than or equal to the first preset difference, control the multi-way valve so that P1 is 100%;

[0018] When Te is greater than or equal to the first liquid temperature threshold and less than or equal to the second liquid temperature threshold, a target P1 corresponding to the first target interval where Te is located is determined according to a correspondence relationship between a plurality of preset first value intervals and P1, and the multi-way valve is controlled by using the target P1 so that the value of P1 is equal to the target P1;

[0019] The second liquid temperature threshold is greater than the first liquid temperature threshold, and the plurality of first numerical intervals include a plurality of non-overlapping continuous sub-intervals obtained by dividing the numerical range between the first liquid temperature threshold and the second liquid temperature threshold.

[0020] Optionally, the electric drive passage is connected with an electric drive assembly, a second water pump, and a second radiator, the second water pump and the electric drive assembly are connected in series to form a first electric drive branch and a second electric drive branch, and the second radiator is connected in series to the first electric drive branch;

[0021] The multi-way valve comprises a fourth valve port, a fifth valve port and a sixth valve port, the fourth valve port is connected to the inlet of the first electric drive branch, the fifth valve port is connected to the inlet of the second electric drive branch, and the sixth valve port is connected to the outlet of the electric drive passage;

[0022] The multi-way valve can adjust the opening ratio P2 between the fourth valve port and the fifth valve port.

[0023] Optionally, the multi-way valve includes a second connection mode. In the second connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the first electric drive branch and the second electric drive branch are both connected in series with the heat recovery passage, and the heat release passage is connected to the warm air passage to form an electric drive waste heat utilization circuit for heating the passenger compartment.

[0024] Optionally, the control module is used to:

[0025] Obtain the ambient temperature Tout and the electric drive inlet fluid temperature Tm;

[0026] When the difference between the Tm and the Tout is less than or equal to a second preset difference or the Tout is greater than a second ambient temperature threshold, controlling the P2 to be 0;

[0027] In other cases, the P2 is controlled to be 100%.

[0028] Optional,

[0029] The multi-way valve has a third communication mode and a fourth communication mode;

[0030] In the third communication mode, the first refrigerant circuit is opened, the second refrigerant circuit is closed, and the heat release path is connected in series with the first electric drive branch to form a passenger compartment refrigeration circuit;

[0031] In the fourth connection mode, the first refrigerant circuit is turned on, the second refrigerant circuit is turned on, the battery passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the first electric drive branch to form a passenger compartment and battery refrigeration circuit.

[0032] Optionally, the multi-way valve also has a fifth connection mode. In the fifth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage, the electric drive passage and the heat recovery passage are connected in series, and the heat release passage is connected to the warm air passage to form a circuit for heating the passenger compartment by utilizing the waste heat of the engine and the electric drive.

[0033] Optionally, the multi-way valve also has a sixth connection mode. In the sixth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage is connected in series with the heat recovery passage, and the heat release passage is connected with the warm air passage to form a circuit for heating the passenger compartment using battery waste heat.

[0034] Optionally, the multi-way valve also has a seventh connection mode. In the seventh connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage, the electric drive passage and the heat recovery passage are connected in series, and the heat release passage is connected to the warm air passage to form a circuit for heating the passenger compartment by utilizing the waste heat of the battery and the electric drive.

[0035] Optionally, the multi-way valve further includes a seventh valve port, an eighth valve port and a ninth valve port, the seventh valve port is connected to the inlet of the heat release passage, the eighth valve port is connected to the outlet of the heat release passage, the ninth valve port is connected to the inlet of the warm air passage, and the outlet of the warm air passage is connected to the inlet of the water-cooled condenser;

[0036] The multi-way valve can adjust the opening ratio P3 between the seventh valve port and the ninth valve port.

[0037] Optionally, the control module is used to:

[0038] Acquire the actual air outlet temperature Tc of the passenger compartment and the current speed N of the compressor;

[0039] When N is equal to the minimum speed of the compressor and the difference T1 between Tc and the target outlet air temperature is greater than the third preset difference T2, the second target ratio corresponding to the second target interval in which Tc is located is determined according to the correspondence between the pre-set multiple second numerical intervals and the P3, and the second target ratio is used to control P3; wherein the multiple second numerical intervals include multiple non-overlapping continuous sub-intervals obtained by dividing the numerical range between 0 and T2.

[0040] In other cases, the P3 is controlled to be 100%.

[0041] Optionally, the multi-way valve further has an eighth communication mode, a ninth communication mode and a tenth communication mode;

[0042] In the eighth communication mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage is connected in series with the heat recovery passage, and the battery passage is connected in series with the heat release passage to form an electric drive waste heat heating battery pack circuit;

[0043] In the ninth communication mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage is connected in series with the heat recovery passage, and the battery passage is connected in series with the heat release passage to form a battery pack heating circuit using engine waste heat;

[0044] In the tenth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage, the engine passage and the heat recovery passage are connected in series, and the battery passage and the heat release passage are connected in series to form a circuit for heating the battery pack by utilizing the waste heat of the engine and electric drive.

[0045] Optionally, the multi-way valve further has an eleventh communication mode, a twelfth communication mode and a thirteenth communication mode;

[0046] In the eleventh connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the battery passage and the warm air passage, respectively, to form an electric drive waste heat heating circuit for the battery pack and the passenger compartment;

[0047] In the twelfth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the battery passage and the warm air passage, respectively, so as to form a circuit for heating the battery pack and the passenger compartment by utilizing the engine waste heat;

[0048] In the thirteenth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage, the engine passage and the heat recovery passage are connected in series, and the heat release passage is connected in series with the battery passage and the warm air passage respectively, so as to form an electric drive and engine waste heat utilization circuit for heating the battery pack and the passenger compartment.

[0049] Optionally, the engine passage is connected with an engine, a first water pump and a first radiator, the first water pump and the engine are sequentially connected in series to form a first engine branch and a second engine branch, and the first radiator is connected in series to the second engine branch; the electric drive passage is connected with an electric drive assembly, a second water pump and a second radiator, the second water pump and the electric drive assembly are sequentially connected in series to form a first electric drive branch and a second electric drive branch, and the second radiator is connected in series to the first electric drive branch; the multi-way valve includes first to thirteenth valve ports, wherein:

[0050] The first valve port is connected to the inlet of the engine passage, the second valve port is connected to the outlet of the first engine branch, and the third valve port is connected to the outlet of the second engine branch;

[0051] The fourth valve port is connected to the inlet of the first electric drive branch, the fifth valve port is connected to the inlet of the second electric drive branch, and the sixth valve port is connected to the outlet of the electric drive passage;

[0052] The seventh valve port is connected to the inlet of the heat release passage, and the eighth valve port is connected to the outlet of the heat release passage.

[0053] The ninth valve port is connected to the inlet of the warm air passage, and the outlet of the warm air passage is connected in parallel with the inlet of the heat release passage to the inlet of the heat release passage;

[0054] The tenth valve port is connected to the outlet of the battery passage, and the eleventh valve port is connected to the inlet of the battery passage;

[0055] The twelfth valve port is connected to the inlet of the heat recovery passage, and the thirteenth valve port is connected to the outlet of the heat recovery passage.

[0056] The thermal management system provided by the present application has at least the following advantages:

[0057] The coolant loop system is divided into a heat recovery path, a heat release path, a warm air path, an engine path, an electric drive path, and a battery path. A multi-way valve is used to make the heat recovery path and the heat release path form different loops with the engine path, the electric drive path, the warm air path, and the battery path, respectively. This can improve the integration of the thermal management system, reduce the number of components, and reduce the difficulty of pipeline design on the basis of realizing various working conditions of heating or cooling the passenger compartment and battery pack. At the same time, the thermal management system can use the waste heat recovery from the engine and electric drive to generate heat, thereby achieving energy saving and increasing the vehicle's cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 is a schematic diagram of the layout of a thermal management system shown in an embodiment;

[0059] Figure 2 is a schematic diagram of a thermal management system shown in an embodiment when an engine path, an electric drive path and a battery path are all in self-circulation;

[0060] Figure 3 is a schematic diagram of a thermal management system in a first communication mode according to an embodiment;

[0061] Figure 4is a schematic diagram of a thermal management system in a second communication mode according to an embodiment;

[0062] Figure 5 is a schematic diagram of a thermal management system in a third communication mode shown in an embodiment;

[0063] Figure 6 is a schematic diagram of a thermal management system in a fourth communication mode shown in an embodiment;

[0064] Figure 7 is a schematic diagram of a thermal management system in a fifth communication mode shown in an embodiment;

[0065] Figure 8 is a schematic diagram of a thermal management system in a sixth communication mode shown in an embodiment;

[0066] Fig. 9 is a schematic diagram of a thermal management system in a seventh communication mode shown in an embodiment;

[0067] Fig.10 is a schematic diagram of a thermal management system in an eighth communication mode shown in an embodiment;

[0068] Fig.11 is a schematic diagram of a thermal management system in a ninth communication mode shown in an embodiment;

[0069] Fig.12 is a schematic diagram of a thermal management system in a tenth communication mode shown in an embodiment;

[0070] Fig.13 is a schematic diagram of a thermal management system in an eleventh communication mode according to an embodiment;

[0071] Fig.14 is a schematic diagram of a thermal management system in a twelfth communication mode according to an embodiment;

[0072] Fig.15 4 is a schematic diagram of a thermal management system in a thirteenth communication mode as shown in an embodiment.

[0073] Description of reference numerals:

[0074] 100, refrigerant circuit system; 101, compressor; 102, air-cooled evaporator; 103, water-cooled evaporator; 104, water-cooled condenser; 105, first expansion valve; 106, second expansion valve; 107, liquid receiver;

[0075] 200, coolant loop system; 201, engine; 202, first water pump; 203, first radiator; 204, electric drive assembly; 204a, front motor; 204b, rear motor; 205, second water pump; 206, second radiator; 207, third water pump; 208, heater; 209, heater core; 210, battery pack; 211, fourth water pump;

[0076] 300, multi-way valve; a1, first valve port; a2, second valve port; a3, third valve port; a4, fourth valve port; a5, fifth valve port; a6, sixth valve port; a7, seventh valve port; a8, eighth valve port; a9, ninth valve port; a10, tenth valve port; a11, eleventh valve port; a12, twelfth valve port; a13, thirteenth valve port;

[0077] S10, first refrigerant circuit; S20, second refrigerant circuit; R10, engine passage; R11, first engine branch; R12, second engine branch; R20, electric drive passage; R21, first electric drive branch; R22, second electric drive branch; R30, heat release passage; R40, warm air passage; R50, battery passage; R60, heat recovery passage. DETAILED DESCRIPTION

[0078] Here, the technical solutions in the embodiments (or "implementations") of the present application will be described clearly and completely in conjunction with the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0079] If there are terms involving directional indications or positional relationships in the embodiments of the present application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationship, movement, etc. between the components under a certain specific posture (as shown in the accompanying drawings); if the specific posture changes, the directional indication or positional relationship will also change accordingly. In addition, the terms "first", "second", etc. involved in the embodiments of the present application are only used for the purpose of convenience of description and cannot be understood as indicating or implying relative importance.

[0080] The present application provides a thermal management system that can improve the integration of the thermal management system, reduce components, and reduce the overall design difficulty of the thermal management system on the basis of realizing waste heat recovery from the engine, electric drive, battery pack, etc. to heat the passenger compartment.

[0081] The thermal management system provided in the present application is described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the features in the following embodiments may be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments.

[0082] Please refer to Figure 1 The thermal management system may include a coolant loop system 200 , a refrigerant loop system 100 , a multi-way valve 300 , and a control module.

[0083] The refrigerant circuit system 100 includes a first refrigerant circuit S10 and a second refrigerant circuit S20. The first refrigerant circuit S10 includes a compressor 101, a water-cooled condenser 104, a first expansion valve 105, and an air-cooled evaporator 102 connected in series in sequence, wherein the air-cooled evaporator 102 is connected to the passenger compartment of the vehicle to cool the passenger compartment. The second refrigerant circuit S20 includes a compressor 101, a water-cooled condenser 104, a second expansion valve 106, and a water-cooled evaporator 103 connected in series in sequence.

[0084] That is, the first refrigerant circuit S10 and the second refrigerant circuit S20 share the compressor 101 and the water-cooled condenser 104. The flow path of the coolant in the first refrigerant circuit S10 is: compressor 101-water-cooled condenser 104-first expansion valve 105-air-cooled evaporator 102-compressor 101. The flow path of the coolant in the second refrigerant circuit S10 is: compressor 101-water-cooled condenser 104-second expansion valve 106-water-cooled evaporator 103-compressor 101.

[0085] It should be noted that, in the embodiment of the present application, the circulating medium in the refrigerant loop system 100 includes but is not limited to R134a, R744 (carbon dioxide), R718 (water), R290 (propane), R717 (ammonia), R410a, R32, R1234yf, R502, R12, R22, R407c, R600a and other refrigerants or any combination of two or more of these refrigerants. The circulating medium in the coolant loop system 200 includes but is not limited to water, antifreeze or ethylene glycol.

[0086] The overall working principle of the refrigerant loop system 100 can be as follows: the gaseous refrigerant enters the compressor 101, and is converted into a high-temperature and high-pressure refrigerant after being compressed by the compressor 101. The high-temperature and high-pressure refrigerant undergoes heat exchange in the water-cooled condenser 104 and becomes a medium-temperature and medium-pressure refrigerant; the refrigerant in the first refrigerant circuit S10 is throttled by the first expansion valve 105, and the pressure and temperature are further reduced, and it becomes a gas-liquid two-phase mixture, and then it is converted into a gaseous refrigerant after heat exchange in the water-cooled evaporator 103, and returns to the compressor 101; the refrigerant in the second refrigerant circuit S20 is throttled by the second expansion valve 106, and the pressure and temperature are further reduced, and it becomes a gas-liquid two-phase mixture, and then it is converted into a gaseous refrigerant after heat exchange in the air-cooled evaporator 102, and returns to the compressor 101.

[0087] For the refrigerant loop system 100, the control module can realize the opening and closing of the first refrigerant loop S10 and the second refrigeration branch by respectively controlling the opening and closing of the first expansion valve 105 and the second expansion valve 106. The refrigerant loop system 100 has four modes, namely: the first mode, the first refrigerant loop S10 is opened, and the second refrigerant loop S20 is opened; the second mode, the first refrigerant loop S10 is opened, and the second refrigerant loop S20 is closed; the third mode, the first refrigerant loop S10 is closed, and the second refrigerant loop S20 is opened; the fourth mode, the first refrigerant loop S10 is closed, and the second refrigerant loop S20 is closed.

[0088] In one embodiment, the refrigerant loop system 100 may further include a liquid reservoir 107, which is connected in series to the outlet of the water-cooled condenser 104. The liquid reservoir 107 may play a role in regulating the refrigerant flow rate. By storing and releasing the refrigerant, the refrigerant flow rate in the system is kept within a relatively stable range, thereby improving the efficiency and reliability of the system. For example, when the system load is reduced, the excess refrigerant can be stored in the liquid reservoir 107 to avoid excessive circulation of the refrigerant in the system, resulting in energy waste and excessive system pressure.

[0089] The coolant loop system 200 includes six passages, namely a heat recovery passage R60, a heat release passage R30, a warm air passage R40 for heating the passenger compartment, an engine passage R10 for regulating the engine temperature, an electric drive passage R20 for regulating the temperature of the electric drive assembly, and a battery passage R50 for regulating the temperature of the battery pack. Among them, the heat recovery passage R60 is connected to a water-cooled evaporator 103, and the heat release passage R30 is connected to a water-cooled condenser 104.

[0090] The multi-way valve 300 connects the heat recovery passage R60, the heat release passage R30, the engine passage R10, the electric drive passage R20, the warm air passage R40 and the battery passage R50. The multi-way valve 300 has multiple connection modes. The control module is electrically connected to the multi-way valve 300. The electrical connection includes but is not limited to cable connection, wiring connection, Bluetooth connection, wifi connection and other wired connection methods or wireless connection methods.

[0091] The control module can control the valve core movement of the multi-way valve 300 to adjust the connection relationship and ratio of the valve ports of the multi-way valve 300, so that the multi-way valve 300 can switch between multiple connection modes, so that the heat recovery passage R60 and the heat release passage R30 form different circuits with the engine passage R10, the electric drive passage R20, the warm air passage R40 and the battery passage R50.

[0092] For the coolant loop system 200, the coolant in the engine passage R10, the electric drive passage R20, and the battery passage R50 can all exchange heat at the water-cooled evaporator 103 in the heat recovery passage R60, and the temperature of the coolant decreases after passing through the water-cooled evaporator 103. Of course, the coolant in the engine passage R10, the electric drive passage R20, and the battery passage R50 can also exchange heat at the water-cooled condenser 104 in the heat release passage R30, and the temperature of the coolant increases after passing through the water-cooled condenser 104. There are various series-parallel relationships among the six passages in the coolant loop system 200. Taking the battery passage R50 as an example, the battery passage R50 can be self-circulated to achieve uniform temperature of the battery pack 210; the battery passage R50 can also be connected in series with the heat recovery passage R60 to achieve heat dissipation of the battery pack 210; the battery passage R50 can also be connected in series with the heat release passage R30 to achieve heating of the battery pack 210.

[0093] The series and parallel connection between the various circuits in the above-mentioned coolant loop system 200 can be achieved by switching the connection mode of the multi-way valve 300.

[0094] In summary, the solution provided by this application divides the coolant loop system 200 into a heat recovery passage R60, a heat release passage R30, a warm air passage R40, an engine 201 passage, an electric drive passage R20 and a battery passage R50, and uses a multi-way valve 300 to make the heat recovery passage R60 and the heat release passage R30 respectively form different circuits with the engine 201 passage, the electric drive passage R20, the warm air passage R40 and the battery passage R50, so that the integration of the thermal management system can be improved on the basis of realizing a variety of working conditions of heating or cooling the passenger compartment and the battery pack, and the number of components and the difficulty of pipeline design can be reduced. At the same time, the thermal management system can use the waste heat recovery of the engine and the electric drive to heat, thereby achieving energy saving and improving the vehicle's cruising range.

[0095] The engine passage R10, electric drive passage R20, heat release passage R30, warm air passage R40, battery passage R50 and heat recovery passage R60 are introduced in sequence below.

[0096] For engine passage R10:

[0097] In one embodiment, the engine passage R10 is connected with the engine 201, the first water pump 202 and the first radiator 203. The first water pump 202 and the engine 201 are connected in series in sequence and divided into a first engine branch R11 and a second engine branch R12. The first radiator 203 is connected to the second engine branch R12.

[0098] The first water pump 202 is used to drive the coolant to circulate in the engine passage R10 to even out the temperature of the engine 201 .

[0099] The first radiator 203 may be disposed outside the vehicle, and the wind speed or the vehicle speed may be used to cool the coolant flowing through the first radiator 203 , but the present invention is not limited thereto.

[0100] The multi-way valve 300 includes a first valve port a1, a second valve port a2 and a third valve port a3; the first valve port a1 is connected to the inlet of the entire engine passage R10, the second valve port a2 is connected to the outlet of the first engine branch R11, and the second valve port a2 is connected to the outlet of the second engine branch R12. The flow path of the coolant in the first engine branch R12 is: the first valve port a1-the first water pump 202-the engine 201-the second valve port a2; the flow path of the coolant in the second engine branch R12 is: the first valve port a1-the first water pump 202-the engine 201-the first radiator 203-the third valve port a3.

[0101] Please refer to Figure 2 When the engine passage R10 is self-circulating, the second valve port a2 and the third valve port a3 are both connected to the first valve port a1, and the coolant flows from the first valve port a1 through the first water pump 202 and the engine 201 in sequence and then is divided into two paths, one path enters the first engine branch R11 and flows from the second valve port a2 to the first valve port a1, and the other path enters the second engine branch R12, flows through the first radiator 203, and then flows from the third valve port a3 to the first valve port a1, thereby completing the self-circulation of the engine passage R10.

[0102] Further, the multi-way valve 300 can adjust the opening ratio P1 between the second valve port a2 and the third valve port a3. In this way, the multi-way valve 300 can adjust the flow ratio in the first engine branch R11 and the second engine branch R12. Exemplarily, when the temperature of the coolant in the engine passage R10 is high, P1 can be appropriately increased to increase the flow ratio in the second engine branch R12, so that more coolant can dissipate heat in the first radiator 203. When the temperature of the coolant in the engine passage R10 is low, P1 can be reduced so that less coolant dissipates heat in the first radiator 203.

[0103] It should be noted that the value range of P1 is 0 to 100%. When P1 is 0, the second valve port a2 is fully open and the third valve port a3 is fully closed. When P1 is 100%, the second valve port a2 is fully closed and the third valve port a3 is fully open. When P1 is greater than 0 and less than 100%, the value of P1 represents the degree of opening and closing of the third valve port a3. 100% minus the value of P1 (i.e. 1-P1) represents the degree of opening and closing of the second valve port a2.

[0104] In one embodiment, the engine passage R10 is in a self-circulating state, and the control module may be used to:

[0105] Obtain the engine inlet water temperature Te; in this step, a first temperature sensor may be provided at the inlet of the engine passage R10 to detect the engine water temperature Te and send an engine water temperature signal to the control module, and the control module determines the specific value of Te according to the engine water temperature signal. Alternatively, the first temperature sensor is connected to the control system of the whole vehicle, and the whole vehicle control system can obtain Te through the first temperature sensor, and the control module obtains Te by establishing a communication connection with the control system. However, it is not limited to this.

[0106] When Te is less than the first self-circulating liquid temperature threshold, P1 is controlled to be 0, that is, the second valve port a2 is fully opened, the third valve port a3 is fully closed, and the coolant does not pass through the first radiator 203 .

[0107] When Te is greater than or equal to the second self-circulating liquid temperature threshold, P1 is controlled to be 100%, that is, the second valve port a2 is completely closed, the third valve port a3 is completely opened, and the coolant passes through the first radiator 203 and does not pass through the first engine 201 branch.

[0108] When Te is greater than or equal to the first self-circulation liquid temperature threshold and less than the second self-circulation liquid temperature threshold, determine the difference Terr between Te and Ter. When Terr is a positive value, control the movement of the multi-way valve to increase P1 by a preset unit. When Terr is a negative value, control the movement of the multi-way valve to reduce P2 by a preset unit. After a preset period, repeat the above steps until P1 is 0 or 100%.

[0109] Among them, the second self-circulating liquid temperature threshold is greater than the first self-circulating liquid temperature threshold, and Ter is the average of the first self-circulating liquid temperature threshold and the second self-circulating liquid temperature threshold. The preset unit is a decimal that can be divided by 1, and preferably, the preset unit is 1%. The preset period can be 10S, 20S, 30S, etc., but are not limited to this. The first self-circulating liquid temperature threshold and the second self-circulating liquid temperature threshold can be determined by those skilled in the art according to the specifications of the vehicle model and the thermal management system, and this application does not make specific restrictions on this.

[0110] For electric drive channel R20:

[0111] The electric drive passage R20 is connected with an electric drive assembly 204, a second water pump 205 and a second radiator 206; the second water pump 205 and the electric drive assembly 204 are connected in series in sequence to form a first electric drive branch R21 and a second electric drive branch R22, and the second radiator 206 is connected to the first electric drive branch R21.

[0112] The electric drive assembly 204 includes a motor module and an electric control module. In the embodiment shown in the figure, when the vehicle is driven in a four-wheel drive mode, the motor module includes a front motor 204a and a rear motor 204b, and the front motor 204a and the rear motor 204b are connected in parallel to form the electric drive assembly 204. In other embodiments, the motor module may include only one rear motor 204b or one front motor 204a.

[0113] The second water pump 205 is used to drive the coolant to circulate in the electric drive passage R20 to even out the temperature of the electric drive assembly 204 .

[0114] The second radiator 206 may be disposed outside the vehicle, and the wind speed or the vehicle speed may be used to cool the coolant flowing through the second radiator 206 , but the present invention is not limited thereto.

[0115] The multi-way valve 300 includes a fourth valve port a4, a fifth valve port a5 and a sixth valve port a6, wherein the fourth valve port a4 is connected to the inlet of the first electric drive branch R21, the fifth valve port a5 is connected to the inlet of the second electric drive branch R22, and the sixth valve port a6 is connected to the outlet of the entire electric drive passage R20. The flow path of the coolant in the first electric drive branch R21 is: the fourth valve port a4-the second radiator 206-the second water pump 205-the electric drive assembly 204-the sixth valve port a6; the flow path of the coolant in the second electric drive branch R22 is: the fifth valve port a5-the second water pump 205-the electric drive assembly 204-the sixth valve port a6.

[0116] When the electric drive passage R20 is self-circulating, the sixth valve port a6 is connected to the fourth valve port a4 and the fifth valve port a5 respectively. After the coolant flows out from the outlet of the electric drive assembly 204 and flows into the sixth valve port a6: on the one hand, the coolant can flow into the first electric drive branch R21 through the fourth valve port a4, and finally flow back to the electric drive assembly 204 through the second radiator 206; on the other hand, the coolant can flow into the second electric drive branch R22 through the fifth valve port a5, and finally flow back to the electric drive assembly 204, thereby completing the self-circulation of the electric drive passage R20.

[0117] Furthermore, the multi-way valve 300 can adjust the opening ratio P2 between the fourth valve port a4 and the fifth valve port a5. In this way, the multi-way valve 300 can adjust the flow ratio in the first electric drive branch R21 and the second electric drive branch R22, thereby adjusting the temperature of the coolant in the electric drive passage R20.

[0118] It should be noted that the value range of P2 is 0 to 100%. When P2 is 0, the fourth valve port a4 is fully open and the fifth valve port a5 is fully closed. When P2 is 100%, the fourth valve port a4 is fully closed and the fifth valve port a5 is fully open. When P2 is greater than 0 and less than 100%, the value of P2 represents the degree of opening and closing of the fifth valve port a5 compared to when it is fully open. The value of 100% minus P2 represents the degree of opening and closing of the fourth valve port a4 compared to when it is fully open.

[0119] When the electric drive circuit R20 is in self-circulation, the control module can be used to:

[0120] Obtain the electric drive inlet fluid temperature Tm and ambient temperature Tout;

[0121] When the difference between Tm and Tout is less than or equal to the preset self-circulation difference, and Tm is greater than the third self-circulation liquid temperature threshold, P1 is controlled to 0; that is, the fourth valve port a4 is fully opened, the fifth valve port a5 is fully closed, and the coolant passes through the second radiator 206 and not through the second electric drive branch R22 to maximize heat dissipation.

[0122] In other cases, P2 is controlled to be 100%, that is, the fourth valve port a4 is completely closed, the fifth valve housing is completely opened, and the coolant does not pass through the second radiator 206, but realizes self-circulation of the electric drive passage R20 through the second electric drive branch R22.

[0123] It is easy to understand that, unlike the engine passage R10, the liquid temperature in the electric drive passage R20 is generally lower than the liquid temperature in the engine passage R10, and under normal operating conditions, the Tm change is not obvious, so this solution does not need to consider the more complex P2 adjustment strategy.

[0124] For heat release path R30:

[0125] The heat release passage R30 is connected in series with a third water pump 207 and a water-cooled condenser 104. The third water pump 207 is used to drive the coolant to circulate in the heat release passage R30.

[0126] The multi-way valve 300 includes a seventh valve port a7 and an eighth valve port a8 . The seventh valve port a7 is connected to the inlet of the heat release passage R30 , and the eighth valve port a8 is connected to the outlet of the heat release passage R30 .

[0127] Since the water-cooled condenser 104 is connected to the heat release passage R30, it can be connected in series with the battery passage R50, the electric drive passage R20 and the engine passage R10 to heat the battery pack 210, the electric drive assembly 204 and the engine 201 to cope with the cold start problem of the vehicle in severe cold weather.

[0128] Furthermore, a heater 208 is connected to the heat release passage R30 . The heater 208 is in communication with the outlet of the water-cooled condenser 104 . The heater 208 can assist the water-cooled condenser 104 in heating the coolant in the heat release passage R30 .

[0129] The flow path of the coolant in the heat release passage R30 is: seventh valve port a7 - third water pump 207 - water-cooled condenser 104 - heater 208 - eighth valve port a8.

[0130] For warm air duct R40:

[0131] The warm air passage R40 is connected with a warm air core 209 communicating with the passenger compartment; the multi-way valve 300 includes a ninth valve port a9, the ninth valve port a9 is connected to the inlet of the warm air passage R40, and the outlet of the warm air passage R40 is communicated with the inlet of the third water pump 207. The multi-way valve 300 can adjust the opening ratio P3 between the seventh valve port a7 and the ninth valve port a9.

[0132] That is, after the coolant flowing out of the outlet of the heat release passage R30 enters the eighth valve port a8, it can selectively enter the warm air passage R40 from the ninth valve port a9 and / or flow back to the water-cooled condenser 104 from the seventh valve port a7. After such arrangement, on the one hand, the number of valve ports of the multi-way valve 300 can be reduced, thereby simplifying the structural design of the multi-way valve 300. The simplified multi-way valve 300 is more convenient in manufacturing, installation and maintenance, and reduces the cost and complexity; on the other hand, by adjusting the size of P3, the flow of the coolant flowing from the heat release passage R30 into the warm air passage R40 can be flexibly allocated, thereby enabling more refined adjustment of the heating of the passenger compartment.

[0133] It should be noted that the value range of P3 is 0 to 100%. When P3 is 0, the seventh valve port a7 is fully open and the ninth valve port a9 is fully closed. When P3 is 100%, the seventh valve port a7 is fully closed and the ninth valve port a9 is fully open. When P3 is greater than 0 and less than 100%, the value of P3 represents the opening and closing degree of the ninth valve port a9, and the value of 100% minus P3 represents the opening and closing degree of the seventh valve port a7.

[0134] For battery path R50:

[0135] The fourth water pump 211 and the battery pack 210 are connected in series in the battery passage R50. The multi-way valve 300 includes a tenth valve port a10 and an eleventh valve port a11, the tenth valve port a10 is connected to the outlet of the battery passage R50, and the eleventh valve port a11 is connected to the inlet of the battery passage R50. The flow path of the coolant in the battery passage R50 is: the eleventh valve port a11-the fourth water pump 211-the battery pack 210-the tenth valve port a10.

[0136] For heat recovery circuit R60:

[0137] The multi-way valve 300 further includes a twelfth valve port a12 and a thirteenth valve port a13. The twelfth valve port a12 is connected to the inlet of the heat recovery passage R60, and the thirteenth valve port a13 is connected to the outlet of the heat recovery passage R60. The flow path of the coolant in the heat recovery passage is: the twelfth valve port a12-water-cooled evaporator-103-the thirteenth valve port a13.

[0138] In summary, in this embodiment, the multi-way valve 300 may be a thirteen-way electronic valve, including the first valve port a1 to the thirteenth valve port.

[0139] in:

[0140] The first valve port a1 is connected to the inlet of the engine passage R10, the second valve port a2 is connected to the outlet of the first engine branch R11, and the third valve port a3 is connected to the outlet of the second engine branch R12;

[0141] The fourth valve port a4 is connected to the inlet of the first electric drive branch R21, the fifth valve port a5 is connected to the inlet of the second electric drive branch R22, and the sixth valve port a6 is connected to the outlet of the electric drive passage R20;

[0142] The seventh valve port a7 is connected to the inlet of the heat release passage R30, and the eighth valve port a8 is connected to the outlet of the heat release passage R30.

[0143] The ninth valve port a9 is connected to the inlet of the warm air passage R40, and the outlet of the warm air passage R40 is connected to the inlet of the water-cooled condenser 104;

[0144] The tenth valve port a10 is connected to the outlet of the battery passage R50, and the eleventh valve port a11 is connected to the inlet of the battery passage R50;

[0145] The twelfth valve port a12 is connected to the inlet of the heat recovery passage R60 , and the thirteenth valve port a13 is connected to the outlet of the heat recovery passage R60 .

[0146] In some other embodiments, at least one of the second engine branch R12 and the first electric drive branch R21 can form a passage independently, and the multi-way valve 300 may include more valve ports to adapt to the second engine branch R12 and the first electric drive branch R21 that form a passage independently.

[0147] The following describes several core modes of the thermal management system provided by this application:

[0148] Please refer to Figure 3 The multi-way valve 300 has a first communication mode. In the first communication mode:

[0149] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the first engine branch R11 and the second engine branch R12 are connected in series with the heat recovery passage R60, and the heat release passage R30 is connected with the warm air passage R40 to form a mode of heating the passenger compartment by recovering the residual heat of the engine 201. After passing through the engine 201, the coolant can absorb the heat of the engine 201 to increase its own temperature, and then enter the heat release passage R30 to perform heat exchange with the refrigerant in the water-cooled evaporator 103. When the refrigerant circulates in the second refrigerant circuit S20, it can absorb the heat of the coolant in the water-cooled evaporator 103 and release the heat at the water-cooled condenser 104. The warm air passage R40 can use the heat generated by the water-cooled condenser 104 in the heat release passage R30 to heat the passenger compartment, so that the residual heat recovery of the engine 201 can be achieved.

[0150] The valve ports in the multi-way valve 300 are connected in the following manner: the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the first valve port a1; the eighth valve port a8 is respectively connected to the seventh valve port a7 and the ninth valve port a9. The battery passage R50 and the electric drive passage R20 are both in a self-circulating state.

[0151] In one embodiment, the control module is used to:

[0152] Obtain the inlet liquid temperature Te and the ambient temperature Tout of the engine 201; in this step, a second temperature sensor may be provided on the structure of the vehicle exposed to the environment, and the second temperature sensor may detect the ambient temperature Tout and send an ambient temperature signal to the control module, and the control module may obtain Tout according to the ambient temperature signal. Alternatively, the second temperature sensor is connected to the control system of the whole vehicle, and the whole vehicle control system may obtain Te through the first temperature sensor, and the control module may obtain Tout by establishing a communication connection with the control system.

[0153] When Te is less than the first liquid temperature threshold, Tout is greater than the first ambient temperature threshold, and the difference between Te and Tout (i.e., Te-Tout) is greater than the first preset difference, P1 is controlled to be 0; that is, when the above conditions are met, the second valve a2 is fully opened, the third valve a3 is fully closed, and the second engine branch R12 is cut off by the third valve a3. It is easy to understand that since the Te temperature is low and Tout is high, the value of Te-Tout is also high. At this time, the coolant can meet the uniform temperature requirement of the engine 201 without heat exchange through the first radiator 203, which enables the coolant to provide more heat for waste heat recovery at the water-cooled evaporator 103.

[0154] When Te is greater than the second liquid temperature threshold, Tout is less than or equal to the first ambient temperature threshold, or the difference between Te and Tout is less than or equal to the first preset difference, the multi-way valve 300 is controlled to make P1 100%; that is, when the above conditions are met, the second valve port a2 is completely closed, the third valve port a3 is completely opened, the first engine branch R11 is cut off by the second valve port a2, and the coolant needs to be heat exchanged after passing through the first radiator 203 before it can flow into the heat recovery passage R60 to prevent the engine inlet water temperature Te from being too high and unable to cool the engine 201. At the same time, even if the Te temperature is not greater than the second liquid temperature threshold, when the difference between Te and Tout is small, not much heat will be lost through the second heat exchanger.

[0155] When Te is greater than or equal to the first liquid temperature threshold and less than or equal to the second liquid temperature threshold, the target P1 corresponding to the first target interval where Te is located is determined according to the correspondence between the preset multiple first value intervals and P1, and the multi-way valve 300 is controlled by the target P1 so that P1 is equal to the target P1;

[0156] The second liquid temperature threshold is greater than the first liquid temperature threshold, and the plurality of first numerical intervals include a plurality of non-overlapping continuous sub-intervals obtained by dividing the numerical range between the first liquid temperature threshold and the second liquid temperature threshold.

[0157] Exemplarily, the numerical range between the first liquid temperature threshold and the second liquid temperature threshold is equally divided into 10 continuous intervals, each interval corresponds to a P1 value, and the control module can determine the target P1 by determining that Te is in one of the 10 intervals, and control the multi-way valve 300 according to the target P1 so that the value of P1 is the target P1. Among them, starting from the first liquid temperature threshold, the P1 values ​​corresponding to the 10 intervals in sequence can be 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90%, and 100%. But it is not limited to this.

[0158] In some other embodiments, the numerical range between the first liquid temperature threshold and the second liquid temperature threshold may also be divided into 20, 50, or 100 continuous intervals, each of which corresponds to a P1 value.

[0159] It should be noted that the first liquid temperature threshold and the second liquid temperature threshold can be determined by those skilled in the art according to the vehicle model and the specifications of the thermal management system, and this application does not impose any specific restrictions on this.

[0160] refer to Figure 4 , the multi-way valve 300 has a second communication mode, in which:

[0161] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the first electric drive branch R21 and the second electric drive branch R22 are connected in series with the heat recovery passage R60, and the heat release passage R30 is connected with the warm air passage R40 to form a circuit for heating the passenger compartment by utilizing the residual heat of the electric drive. After passing through the electric drive assembly 204, the coolant can absorb the heat of the electric drive assembly 204 to increase its own temperature, and then enter the heat release passage R30 to perform heat exchange with the refrigerant in the water-cooled evaporator 103. When the refrigerant circulates in the second refrigerant circuit S20, it can absorb the heat of the coolant at the water-cooled evaporator 103 and release the heat at the water-cooled condenser 104. The warm air passage R40 can use the heat generated by the water-cooled condenser 104 in the heat release passage R30 to heat the passenger compartment, so that the residual heat recovery of the electric drive assembly 204 can be achieved.

[0162] The valve ports in the multi-way valve 300 are connected in the following manner: the sixth valve port a6 is connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the fourth valve port a4 and the fifth valve port a5 respectively; the eighth valve port a8 is connected to the seventh valve port a7 and the ninth valve port a9 respectively. The battery passage R50 and the engine passage R10 are both in self-circulation.

[0163] In one embodiment, the control module is used to:

[0164] Obtain the ambient temperature Tout and the electric drive inlet fluid temperature Tm;

[0165] When the difference between Tm and Tout is less than or equal to the second preset difference or Tout is greater than the second ambient temperature threshold, control P2 to 0; that is, when the above conditions are met, the fourth valve port a4 is fully opened, the fifth valve port a5 is fully closed, and the second electric drive branch R22 is cut off by the fifth valve port a5. At this time, the coolant needs to be exchanged through the second radiator 206 before it can flow into the heat recovery passage R60 to prevent Tm from being too high and causing the electric drive assembly 204 to overheat. At the same time, even if the Tm temperature is low, when the difference between Tm and Tout is small or Tout is high, the coolant will not lose too much heat through the second heat exchanger, and can even obtain heat from the environment through the second heat exchanger.

[0166] In other cases, control P2 to 100%. The other cases here refer to: "the difference between Tm and Tout is less than or equal to the second preset difference" is not satisfied and "Tout is greater than the second ambient temperature threshold" is not satisfied. At this time, the fourth valve port a4 is completely closed, the fifth valve port a5 is completely open, the first electric drive branch R21 is cut off by the fourth valve port a4, and the coolant flows back to the electric drive assembly 204 through the second electric drive branch R22. In this case, the difference between the electric drive inlet liquid temperature Tm and the ambient temperature Tout is large. When the coolant still passes through the first electric drive branch R21, it will lose a lot of heat at the second radiator 206, which is not conducive to the waste heat recovery of the front drive assembly. Therefore, the solution provided in this implementation closes the fourth valve port a4, so that the first electric drive branch R21 is cut off, and the coolant does not flow through the second radiator 206.

[0167] It should be noted that the second preset difference and the second ambient temperature threshold can be determined by those skilled in the art according to the vehicle model and the specifications of the thermal management system, and this application does not impose any specific restrictions on this.

[0168] In addition, in the first connection mode and the second connection mode, the heat release passage R30 is connected with the warm air passage R40, which means that the heat release passage R30 and the warm air passage R40 are connected in series or in parallel. It is easy to understand that when P3 is 100%, the heat release passage R30 and the warm air passage R40 are connected in series. When P3 is greater than 0 and less than 100%, the heat release passage R30 and the warm air passage R40 are connected in parallel. The specific control strategy of P3 is as follows:

[0169] The control module is used to:

[0170] Obtaining the actual air outlet temperature Tc of the passenger compartment and the current speed N of the compressor;

[0171] When N is equal to the minimum speed of the compressor, and Tc is greater than the difference T1 of the target outlet air temperature and greater than the third preset difference T2, the second target ratio corresponding to the second target interval where T1 is located is determined according to the correspondence between the preset multiple second value intervals and P3, and P3 is controlled by using the second target ratio;

[0172] Among them, the multiple second numerical intervals include multiple non-overlapping continuous sub-intervals obtained by dividing the numerical range between 0 and T2. Exemplarily, the numerical range between T1 and T2 is equally divided into 100 continuous intervals, each interval corresponds to a P3 value, and the control module can determine the target P3 by determining that T1 is in one of the 100 intervals, and control the multi-way valve according to P3 so that the value of P3 is the target P3. Starting from 0, the P3 value corresponding to 100 continuous intervals at a time can be 100%, 99%, 98%, ..., 3%, 2%, 1%. But not limited to this. For example, in some other embodiments, the numerical range between T1 and T2 can be divided into 10 continuous sub-intervals, each sub-interval corresponds to a P3 value.

[0173] In other cases, P3 is controlled to be 100%. The other cases here refer to: at least one of "N is equal to the minimum speed of the compressor" and "Tc is greater than the difference T1 of the target outlet air temperature and greater than the third preset difference T2" ​​is not satisfied.

[0174] It should be noted that the above explanation may be referred to for the following description concerning “the heat release passage R30 is connected to the warm air passage R40”.

[0175] refer to Figure 5 , the multi-way valve 300 has a third communication mode. In the third communication mode:

[0176] The first refrigerant circuit S10 is turned on, the second refrigerant circuit S20 is closed, and the heat release passage R30 is connected in series with the first electric drive branch R21 to form a passenger compartment refrigeration circuit. In the refrigerant loop system 100, the air-cooled evaporator 102 can realize the refrigeration of the vehicle passenger compartment; in the coolant loop system 200, the second heat exchanger can dissipate heat to the water-cooled condenser 104. In other words, the electric drive assembly 204 and the water-cooled condenser 104 use the second heat exchanger to dissipate heat. The shared heat exchanger can effectively integrate heat dissipation resources and improve the overall efficiency of the heat dissipation system. The electric drive assembly 204 will generate a lot of heat during operation, and the water-cooled condenser 104 also needs to dissipate heat to ensure its normal operation. Through the common second heat exchanger, heat can be transferred more quickly, reducing the operating temperature of the electric drive assembly 204 and the water-cooled condenser 104, thereby improving their reliability and service life. In addition, this design can reduce the volume and weight of the entire system, making the entire system more compact.

[0177] The valve ports in the multi-way valve 300 are connected in such a way that the eighth valve port a8 is connected to the fourth valve port a4, the sixth valve port a6 is connected to the seventh valve port a7, and the engine passage R10 and the battery passage R50 are both in self-circulation.

[0178] refer to Figure 6 , the multi-way valve 300 has a fourth communication mode. In the fourth communication mode:

[0179] The first refrigerant circuit S10 is turned on, the second refrigerant circuit S20 is turned on, the battery passage R50 is connected in series with the heat recovery passage R60, the heat release passage R30 is connected in series with the first electric drive branch R21, and the heat release passage R30 is connected in series with the first electric drive branch R21 to form a passenger compartment and battery refrigeration circuit. The water-cooled evaporator 103 can dissipate heat from the coolant in the battery passage R50, thereby cooling the battery. The air-cooled evaporator 102 can cool the passenger compartment. Similarly, the water-cooled condenser 104 can dissipate heat in the second radiator 206 to maintain its normal operating temperature.

[0180] Among them, the valve ports in the multi-way valve 300 are connected in the following manner: the eighth valve port a8 is connected with the fourth valve port a4, the sixth valve port a6 is connected with the seventh valve port a7, the tenth valve port a10 is connected with the twelfth valve port a12, the eleventh valve port a11 is connected with the thirteenth valve port a13, and the engine passage R10 is in self-circulation.

[0181] refer to Figure 7 , the multi-way valve 300 has a fifth communication mode. In the fifth communication mode:

[0182] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, and the engine passage R10, the electric drive passage R20 and the heat recovery passage R60 are connected in series to form a circuit for heating the passenger compartment by utilizing the residual heat of the engine 201 and the electric drive. Among them, the refrigerant can absorb the heat from the coolant in the engine passage R10 and the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally transfer it to the warm air passage R40 through the heat release passage R30, thereby heating the passenger compartment.

[0183] Here, "engine passage R10, electric drive passage R20 and heat recovery passage R60 are connected in series" means: the outlet of the electric drive passage R20 is connected to the inlet of the engine passage R10, the outlets of the first engine branch R11 and the second engine branch R12 are both connected to the inlet of the heat recovery passage R60, and the outlet of the heat recovery passage R60 is connected to the inlet of the second electric drive branch R22.

[0184] The valve ports in the multi-way valve 300 are connected in the following manner: the sixth valve port a6 is connected to the first valve port a1, the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is respectively connected to the fifth valve port a5, the eighth valve port a8 is respectively connected to the ninth valve port a9 and the seventh valve port a7, and the battery pack passage R50 is in self-circulation. The opening ratio P1 of the second valve port a2 and the third valve port a3 can refer to the control strategy of the first connection mode, which will not be described in detail in this embodiment.

[0185] refer to Figure 8 , the multi-way valve 300 has a sixth communication mode. In the sixth communication mode:

[0186] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the battery passage R50 is connected in series with the heat recovery passage R60, and the heat release passage R30 is connected with the warm air passage R40 to form a circuit for heating the passenger compartment using the battery waste heat. Among them, the refrigerant can absorb the heat of the coolant in the battery passage R50 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally be transported to the warm air passage R40 through the heat release passage R30 to achieve heating of the passenger compartment.

[0187] The valve ports in the multi-way valve 300 are connected in such a way that the tenth valve port a10 is connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the eleventh valve port a11, and the engine passage R10 and the electric drive passage R20 are both in self-circulation.

[0188] refer to Fig. 9 , the multi-way valve 300 has a seventh communication mode. In the seventh communication mode:

[0189] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the battery passage R50, the electric drive passage R20 and the heat recovery passage R60 are connected in series, and the heat release passage R30 and the warm air passage R40 are connected to form a circuit for heating the passenger compartment by utilizing the waste heat of the battery and the electric drive. Among them, the refrigerant can absorb the heat of the coolant in the battery passage R50 and the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally transport it to the warm air passage R40 through the heat release passage R30 to achieve heating of the passenger compartment.

[0190] It should be noted that “the battery passage R50, the electric drive passage R20 and the heat recovery passage R60 are connected in series” means that the battery passage R50 is connected to the entrance of the first electric drive branch R21 and the entrance of the second electric drive branch R22 respectively, and is connected to the heat recovery passage R60 through the outlet of the electric drive passage R20.

[0191] The valve ports in the multi-way valve 300 are connected in such a way that the tenth valve port a10 is connected to the fourth valve port a4 and the fifth valve port a5 respectively, the sixth valve port a6 is connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the sixth valve port a6, and the engine passage R10 is in self-circulation.

[0192] The opening ratio P2 between the fourth valve port a4 and the fifth valve port a5 can be controlled by the electric drive passage R20 during self-circulation, which will not be described in detail in this embodiment.

[0193] refer to Fig.10 , the multi-way valve 300 has an eighth communication mode. In the eighth communication mode:

[0194] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the electric drive passage R20 is connected in series with the heat recovery passage R60, and the battery passage R50 is connected in series with the heat release passage R30 to form an electric drive waste heat utilization and battery pack heating circuit. The refrigerant can absorb the heat of the coolant in the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally transport it to the battery passage R50 through the heat release passage R30 to achieve heating of the battery pack 210.

[0195] The valve ports in the multi-way valve 300 are connected in the following manner: the sixth valve port a6 is connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the fourth valve port a4 and the fifth valve port a5 respectively, the tenth valve port a10 is connected to the seventh valve port a7, and the eighth valve port a8 is connected to the eleventh valve port a11. The opening ratio P2 between the fourth valve port a4 and the fifth valve port a5 can be controlled by the electric drive passage R20 during self-circulation, which will not be described in detail in this embodiment.

[0196] refer to Fig.11 , the multi-way valve 300 has a ninth communication mode. In the ninth communication mode:

[0197] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the engine passage R10 is connected in series with the heat recovery passage R60, and the battery passage R50 is connected in series with the heat release passage R30 to form a circuit for heating the battery pack using the waste heat of the engine 201. The refrigerant can absorb the heat of the coolant in the engine passage R10 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally be transported to the battery passage R50 through the heat release passage R30 to achieve heating of the battery pack 210.

[0198] The valve ports in the multi-way valve 300 are connected in the following manner: the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the first valve port a1, the tenth valve port a10 is connected to the seventh valve port a7, the eighth valve port a8 is connected to the eleventh valve port a11, and the electric drive passage R20 is in self-circulation. The opening ratio P1 between the second valve port a2 and the third valve port a3 can refer to the control strategy for P1 in the fifth connection mode, and this application will not repeat it in detail.

[0199] refer to Fig.12 , the multi-way valve 300 has a tenth communication mode, in which:

[0200] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the battery passage R50, the engine passage R10 and the heat recovery passage R60 are connected in series, and the battery passage R50 is connected in series with the heat release passage R30 to form a circuit for heating the battery pack by utilizing the residual heat of the engine 201 and the electric drive. Among them, the refrigerant can absorb the heat of the coolant in the engine passage R10 and the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled evaporator 103, and finally transport it to the battery passage R50 through the heat release passage R30 to achieve heating of the battery pack 210.

[0201] Among them, the connection mode of the valve ports in the multi-way valve 300 is: the sixth valve port a6 is connected to the first valve port a1, the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the fifth valve port a5, the tenth valve port a10 is connected to the seventh valve port a7, and the eighth valve port a8 is connected to the eleventh valve port a11.

[0202] The opening ratio P1 between the second valve port a2 and the third valve port a3 may refer to the control strategy for P1 in the fifth communication mode, and will not be described in detail in this application.

[0203] refer to Fig.13 , the multi-way valve 300 has an eleventh communication mode. In the eleventh communication mode:

[0204] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the electric drive passage R20 is connected in series with the heat recovery passage R60, and the heat release passage R30 is connected in series with the battery passage R50 and the warm air passage R40, respectively, to form a circuit for heating the battery pack 210 and the passenger compartment by utilizing the residual heat of the electric drive. Among them, the refrigerant can absorb the heat of the coolant in the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled condenser 104, and finally transported to the battery passage R50 and the warm air passage R40 through the heat release passage R30 to achieve heating of the battery pack and the passenger compartment.

[0205] Among them, the valve ports in the multi-way valve 300 are connected in the following manner: the sixth valve port a6 is connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the fourth valve port a4 and the fifth valve port a5 respectively, the tenth valve port a10 is connected to the seventh valve port a7, and the eighth valve port a8 is connected to the ninth valve port a9 and the eleventh valve port a11 respectively.

[0206] The opening ratio P2 between the fourth valve port a4 and the fifth valve port a5 may refer to the control strategy of P2 in the second communication mode, which will not be described in detail in this embodiment.

[0207] refer to Fig.14 , the multi-way valve 300 has a twelfth communication mode. In the twelfth communication mode:

[0208] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the engine passage R10 is connected in series with the heat recovery passage R60, and the heat release passage R30 is connected in series with the battery passage R50 and the warm air passage R40, respectively, to form a circuit for heating the battery pack and the passenger compartment using the waste heat of the engine 201. The refrigerant can absorb the heat of the coolant in the engine passage R10 at the water-cooled evaporator 103, and release the heat at the water-cooled condenser 104, and finally transported to the battery passage R50 and the warm air passage R40 through the heat release passage R30 to achieve heating of the battery pack 210 and the passenger compartment.

[0209] Among them, the connection mode of the valve ports in the multi-way valve 300 is: the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the first valve port a1, the tenth valve port a10 is connected to the seventh valve port a7, and the eighth valve port a8 is respectively connected to the ninth valve port a9 and the eleventh valve port a11.

[0210] The opening ratio P1 between the second valve port a2 and the third valve port a3 may refer to the control strategy for P1 in the second communication mode, and will not be described in detail in this application.

[0211] refer to Fig.15 , the multi-way valve 300 has a thirteenth communication mode. In the thirteenth communication mode:

[0212] The first refrigerant circuit S10 is closed, the second refrigerant circuit S20 is opened, the electric drive passage R20, the engine passage R10 and the heat recovery passage R60 are connected in series, and the heat release passage R30 is connected in series with the battery passage R50 and the warm air passage R40, respectively, to form a circuit for heating the battery pack and the passenger compartment by utilizing the waste heat of the electric drive and the engine 201. Among them, the refrigerant can absorb the heat of the coolant in the engine passage R10 and the electric drive passage R20 at the water-cooled evaporator 103, and release the heat at the water-cooled condenser 104, and finally transported to the battery passage R50 and the warm air passage R40 through the heat release passage R30 to achieve heating of the battery pack and the passenger compartment.

[0213] Among them, the connection mode of the valve ports in the multi-way valve 300 is: the sixth valve port a6 is connected to the first valve port a1, the second valve port a2 and the third valve port a3 are both connected to the twelfth valve port a12, the thirteenth valve port a13 is connected to the fifth valve port a5, the tenth valve port a10 is connected to the seventh valve port a7, and the eighth valve port a8 is connected to the eleventh valve port a11.

[0214] The opening ratio P1 between the second valve port a2 and the third valve port a3 may refer to the control strategy for P1 in the fifth communication mode, and will not be described in detail in this application.

[0215] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims

1. A thermal management system, characterized in that: include: Coolant loop system, refrigerant loop system, multi-way valve and control module; The refrigerant circuit system comprises a first refrigerant circuit and a second refrigerant circuit, wherein the first refrigerant circuit is connected in series with a compressor, a water-cooled condenser, a first expansion valve and an air-cooled evaporator in sequence, and the second refrigerant circuit is connected in series with the compressor, the water-cooled condenser, the second expansion valve and the water-cooled evaporator in sequence; The coolant loop system includes a heat recovery passage, a heat release passage, a warm air passage for heating the passenger compartment, an engine passage for regulating the engine temperature, an electric drive passage for regulating the temperature of the electric drive assembly, and a battery passage for regulating the battery temperature; wherein the water-cooled evaporator is connected to the heat recovery passage, and the water-cooled condenser is connected to the heat release passage; The multi-way valve connects the heat recovery passage, the heat release passage, the engine passage, the electric drive passage, the warm air passage and the battery passage, and the multi-way valve has multiple connection modes; The control module is electrically connected to the multi-way valve and is used to control the multi-way valve to switch between multiple connection modes so that the heat recovery passage and the heat release passage respectively form different circuits with the engine passage, the electric drive passage, the warm air passage and the battery passage.

2. The thermal management system according to claim 1, characterized in that: The engine passage is connected with an engine, a first water pump and a first radiator, the first water pump and the engine are connected in series in sequence and then divided into a first engine branch and a second engine branch, and the first radiator is connected in series with the second engine branch; The multi-way valve comprises a first valve port, a second valve port and a third valve port, wherein the first valve port is connected to the inlet of the engine passage, the second valve port is connected to the outlet of the first engine branch, and the third valve port is connected to the outlet of the second engine branch; The multi-way valve can adjust the opening ratio P1 between the second valve port and the third valve port.

3. The thermal management system according to claim 2, characterized in that: The multi-way valve has a first connection mode. In the first connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the first engine branch and the second engine branch are both connected in series with the heat recovery passage, and the heat release passage is connected with the warm air passage to form an engine waste heat recovery circuit for heating the passenger compartment.

4. The thermal management system according to claim 3, characterized in that: The control module is used for: Obtain the engine inlet fluid temperature Te and ambient temperature Tout; When Te is less than a first liquid temperature threshold, Tout is greater than a first ambient temperature threshold, and a difference between Te and Tout is greater than a first preset difference, controlling the multi-way valve to make P1 equal to 0; When Te is greater than the second liquid temperature threshold, Tout is less than or equal to the first ambient temperature threshold, or the difference between Te and Tout is less than or equal to the first preset difference, control the multi-way valve so that P1 is 100%; When Te is greater than or equal to the first liquid temperature threshold and less than or equal to the second liquid temperature threshold, a target P1 corresponding to the target interval where Te is located is determined according to a correspondence relationship between a plurality of preset first value intervals and P1, and the multi-way valve is controlled by using the target P1 so that the value of P1 is equal to the target P1; The second liquid temperature threshold is greater than the first liquid temperature threshold, and the plurality of first numerical intervals include a plurality of non-overlapping continuous sub-intervals obtained by dividing the numerical range between the first liquid temperature threshold and the second liquid temperature threshold.

5. The thermal management system according to claim 1, characterized in that: The electric drive passage is connected with an electric drive assembly, a second water pump and a second radiator. The second water pump and the electric drive assembly are sequentially connected in series to form a first electric drive branch and a second electric drive branch. The second radiator is connected in series to the first electric drive branch. The multi-way valve comprises a fourth valve port, a fifth valve port and a sixth valve port, the fourth valve port is connected to the inlet of the first electric drive branch, the fifth valve port is connected to the inlet of the second electric drive branch, and the sixth valve port is connected to the outlet of the electric drive passage; The multi-way valve can adjust the opening ratio P2 between the fourth valve port and the fifth valve port.

6. The thermal management system according to claim 5, characterized in that: The multi-way valve includes a second connection mode. In the second connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the first electric drive branch and the second electric drive branch are both connected in series with the heat recovery passage, and the heat release passage is connected to the warm air passage to form an electric drive waste heat utilization circuit for heating the passenger compartment.

7. The thermal management system according to claim 6, characterized in that: The control module is used for: Obtain the ambient temperature Tout and the electric drive inlet fluid temperature Tm; When the difference between the Tm and the Tout is less than or equal to a second preset difference or the Tout is greater than a second ambient temperature threshold, controlling the P2 to be 0; In other cases, the P2 is controlled to be 100%.

8. The thermal management system according to claim 5, characterized in that: The multi-way valve has a third communication mode and a fourth communication mode; In the third communication mode, the first refrigerant circuit is opened, the second refrigerant circuit is closed, and the heat release path is connected in series with the first electric drive branch to form a passenger compartment refrigeration circuit; In the fourth connection mode, the first refrigerant circuit is turned on, the second refrigerant circuit is turned on, the battery passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the first electric drive branch to form a passenger compartment and battery refrigeration circuit.

9. The thermal management system according to claim 1, characterized in that: The multi-way valve also has a fifth connection mode. In the fifth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage, the electric drive passage and the heat recovery passage are connected in series, and the heat release passage is connected to the warm air passage to form a circuit for heating the passenger compartment by utilizing the waste heat of the engine and the electric drive.

10. The thermal management system according to claim 1, characterized in that: The multi-way valve also has a sixth connection mode. In the sixth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage is connected in series with the heat recovery passage, and the heat release passage is connected with the warm air passage to form a circuit for heating the passenger compartment using battery waste heat.

11. The thermal management system according to claim 1, characterized in that: The multi-way valve also has a seventh connection mode. In the seventh connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage, the electric drive passage and the heat recovery passage are connected in series, and the heat release passage is connected to the warm air passage to form a circuit for heating the passenger compartment by utilizing the waste heat of the battery and the electric drive.

12. The thermal management system according to any one of claims 3, 4, 6, 7, 10 and 11, characterized in that: The multi-way valve further includes a seventh valve port, an eighth valve port and a ninth valve port, the seventh valve port is connected to the inlet of the heat release passage, the eighth valve port is connected to the outlet of the heat release passage, the ninth valve port is connected to the inlet of the warm air passage, and the outlet of the warm air passage is connected to the inlet of the water-cooled condenser; The multi-way valve can adjust the opening ratio P3 between the seventh valve port and the ninth valve port.

13. The thermal management system according to claim 12, characterized in that: The control module is used for: Acquire the actual air outlet temperature Tc of the passenger compartment and the current speed N of the compressor; When N is equal to the minimum speed of the compressor, and the difference T1 between Tc and the target outlet air temperature is greater than a third preset difference T2, a second target ratio corresponding to the second target interval where Tc is located is determined according to a correspondence between a plurality of preset second numerical intervals and P3, and P3 is controlled using the second target ratio; wherein the plurality of second numerical intervals include a plurality of non-overlapping continuous sub-intervals obtained by dividing the numerical range between 0 and T2; In other cases, the P3 is controlled to be 100%.

14. The thermal management system according to claim 1, characterized in that: The multi-way valve also has an eighth communication mode, a ninth communication mode and a tenth communication mode; In the eighth communication mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage is connected in series with the heat recovery passage, and the battery passage is connected in series with the heat release passage to form an electric drive waste heat heating battery pack circuit; In the ninth communication mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage is connected in series with the heat recovery passage, and the battery passage is connected in series with the heat release passage to form a battery pack heating circuit using engine waste heat; In the tenth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the battery passage, the engine passage and the heat recovery passage are connected in series, and the battery passage and the heat release passage are connected in series to form a circuit for heating the battery pack by utilizing the waste heat of the engine and electric drive.

15. The thermal management system according to claim 1, characterized in that: The multi-way valve also has an eleventh communication mode, a twelfth communication mode and a thirteenth communication mode; In the eleventh connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the battery passage and the warm air passage, respectively, to form an electric drive waste heat heating circuit for the battery pack and the passenger compartment; In the twelfth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the engine passage is connected in series with the heat recovery passage, and the heat release passage is connected in series with the battery passage and the warm air passage, respectively, so as to form a circuit for heating the battery pack and the passenger compartment by utilizing the engine waste heat; In the thirteenth connection mode, the first refrigerant circuit is closed, the second refrigerant circuit is opened, the electric drive passage, the engine passage and the heat recovery passage are connected in series, and the heat release passage is connected in series with the battery passage and the warm air passage respectively, so as to form an electric drive and engine waste heat utilization circuit for heating the battery pack and the passenger compartment.

16. The thermal management system according to any one of claims 1 to 11 and 13 to 15, characterized in that: The engine passage is connected with an engine, a first water pump and a first radiator. The first water pump and the engine are sequentially connected in series to form a first engine branch and a second engine branch. The first radiator is connected in series to the second engine branch. The electric drive passage is connected with an electric drive assembly, a second water pump and a second radiator. The second water pump and the electric drive assembly are sequentially connected in series to form a first electric drive branch and a second electric drive branch. The second radiator is connected in series to the first electric drive branch. The multi-way valve includes first to thirteenth valve ports, wherein: The first valve port is connected to the inlet of the engine passage, the second valve port is connected to the outlet of the first engine branch, and the third valve port is connected to the outlet of the second engine branch; The fourth valve port is connected to the inlet of the first electric drive branch, the fifth valve port is connected to the inlet of the second electric drive branch, and the sixth valve port is connected to the outlet of the electric drive passage; The seventh valve port is connected to the inlet of the heat release passage, and the eighth valve port is connected to the outlet of the heat release passage; The ninth valve port is connected to the inlet of the warm air passage, and the outlet of the warm air passage is connected in parallel with the inlet of the heat release passage to the inlet of the heat release passage; The tenth valve port is connected to the outlet of the battery passage, and the eleventh valve port is connected to the inlet of the battery passage; The twelfth valve port is connected to the inlet of the heat recovery passage, and the thirteenth valve port is connected to the outlet of the heat recovery passage.

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