Thermal management system, control method and vehicle

Abstract

A heat management system comprises a first loop (a) and a second loop (b), a cold air core body on the first loop (a) is connected with cooling liquid output by a first heat exchange tube set, one end of the first loop (a) is communicated with a first end (a26) of a valve body assembly, and the other end of the first loop (a) is communicated with a second end (a27) of the valve body assembly; a battery, a second water pump (12), a first valve body (27) and a second valve body are arranged on the second loop (b), one end of the second loop (b) is communicated with a third end (a23) of the valve body assembly, the other end of the second loop (b) is communicated with a fourth end (a22) of the valve body assembly, and the first valve body (27) enables cooling liquid passing through the valve body assembly to flow into the battery through the second water pump (12) and then flow back to the valve body assembly; or the first valve body enables the cooling liquid to flow back to the valve body assembly from the valve body assembly through the first valve body (27), and the second valve body enables the cooling liquid in the battery to flow back to the first end (a26) of the battery from the second end (a27) of the battery through the second valve body. A control method of a thermal management system is used for the thermal management system. A vehicle is provided with the thermal management system. Such provisioning of the thermal management system and the corresponding vehicle may improve the efficiency of coordination between the individual loops.

Description

Thermal management system, control method and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on August 31, 2022, with application number 202211059210.9 and application name “Thermal Management System, Control Method and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of vehicle networking technology, and in particular to a thermal management system, a control method, and a vehicle. Background Art

[0004] With the increasing shortage of energy and environmental pollution, electric vehicles are being used more and more widely because they have higher energy utilization and lower pollution emissions than traditional fuel vehicles.

[0005] Electric vehicles generally use a thermal management system to manage the temperature of the passenger compartment and battery in the electric vehicle. However, the thermal management system controls the temperature of the passenger compartment and the battery separately, which leads to low coordination efficiency of the circuit where the battery is located and the circuit that controls the passenger compartment in the heat pipe system.

[0006] Summary of the Invention

[0007] The present application provides a thermal management system, a control method, and a vehicle, which can improve the coordination efficiency between the circuit where the battery is located in the heat pipe system and the circuit that controls the passenger compartment.

[0008] In a first aspect, the present application provides a thermal management system, which may include: a first circuit, a second circuit and a valve body assembly, wherein the first circuit is provided with a first heat exchange tube group and a cold air core in the air-conditioning box assembly, and the first circuit is also provided with a first water pump, the cold air core is used to receive the coolant output by the first heat exchange tube group, the first port of the first circuit is connected to the first end of the valve body assembly, and the second port of the first circuit is connected to the second end of the valve body assembly; the second circuit is provided with a battery, a second water pump, a first valve body and a second valve body, the first port of the second circuit is connected to the third end of the valve body assembly, and the second port of the second circuit is connected to the fourth end of the valve body assembly, the first valve body is used to allow the coolant passing through the third end or the fourth end of the valve body assembly to flow into the battery through the second water pump and return to the fourth end or the third end of the valve body assembly, or the first valve body is used to allow the coolant to flow from the third end or the fourth end of the valve body assembly through the first valve body to the fourth end or the third end of the valve body assembly, and the second valve body is used to allow the coolant in the battery to flow from the second end of the battery through the second valve body and return to the first end of the battery.

[0009] In the aforementioned thermal management system, the air conditioning box assembly is generally disposed within the passenger compartment of the vehicle. When cooling the passenger compartment, the first end of the valve assembly is connected to the third end of the valve assembly, and the second end of the valve assembly is connected to the fourth end of the valve assembly, allowing the coolant in the first circuit to circulate, continuously providing cooling to the cooling core, thereby keeping the passenger compartment in a cooled state. Specifically, driven by the first water pump, the coolant can flow from the cooling core, the second end of the valve assembly, the fourth end of the valve assembly, through the first valve body, directly back to the third end of the valve assembly, and then back through the third end and the first end of the valve assembly to the first heat exchange tube group. After exchanging heat with the outside through the first heat exchange tube group, the coolant is then driven by the first water pump to provide cooling to the cooling core. During this process, the coolant in the battery can be internally circulated, driven by the second valve body and the second water pump, to achieve uniform temperature control of the battery without affecting the cooling of the passenger compartment. In addition, driven by the first water pump, the coolant can pass through the cold air core, the second end of the valve body assembly, the fourth end of the valve body assembly, and the first valve body. The coolant can also pass through the first valve body again and enter the third end of the battery return valve body assembly, and return to the first heat exchange tube group through the third end of the valve body assembly. After exchanging heat with the outside through the first heat exchange tube group, it is driven by the first water pump to provide cooling for the cold air core. In this process, the coolant passing through the first heat exchange tube group can cool the cold air core and the battery together.

[0010] In the above-mentioned embodiment, under the action of the valve body assembly, the first valve body and the second valve body, the coolant in the first circuit can provide cooling for the cold air core alone and provide cooling for the cold air core and the battery at the same time, and when providing cooling for the cold air core alone, under the action of the second valve body and the second water pump, the battery can also be temperature-balanced, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0011] In the above-mentioned embodiments, the first valve body and the second valve body can be in various forms. Specifically, the first valve body can be a first three-way valve, the second valve body can be a first one-way valve, the first end of the first three-way valve can be connected to the fourth end of the valve body assembly, and the second end of the first three-way valve is connected to the first end of the battery, wherein the second water pump can be arranged on the pipeline between the second end of the first three-way valve and the first end of the battery, the third end of the first three-way valve is connected to the pipeline between the second end of the battery and the third end of the valve body assembly, the inlet of the first one-way valve and the pipeline between the third end of the first three-way valve and the second end of the battery are connected, and the outlet of the first one-way valve is connected to the pipeline between the second end of the first three-way valve and the first end of the battery. When providing cooling capacity for the cold air core alone, the first end of the valve body assembly is connected to the third end of the valve body assembly, and the second end of the valve body assembly is connected to the fourth end of the valve body assembly, the first end and the third end of the first three-way valve can be controlled to be connected, and the second end of the first three-way valve is in a non-conducting state, so that the coolant can flow from the cold air core, the second end of the valve body assembly, the fourth end of the valve body assembly, and the first three-way valve directly back to the third end of the valve body assembly, and return to the first heat exchange tube group through the third end of the valve body assembly and the first end of the valve body assembly. In this process, the first one-way valve can be in a conducting state, and the coolant at the battery can be driven by the second water pump by the second end of the battery, the inlet of the first one-way valve, and the outlet of the first one-way valve. , the second water pump returns to the first end of the battery to complete the temperature equalization of the battery; when providing cooling capacity for the cold air core and the battery at the same time, the first end of the valve body assembly is connected to the third end of the valve body assembly, and the second end of the valve body assembly is connected to the fourth end of the valve body assembly, the first end and the second end of the first three-way valve can be controlled to be conductive, the third end of the first three-way valve is in a non-conductive state, and the first one-way valve can also be in a non-conductive state, so that the coolant can flow from the cold air core, the second end of the valve body assembly, the fourth end of the valve body assembly, through the first end and the second end of the first three-way valve to the battery, the coolant flows back to the third end of the valve body assembly through the battery, and flows back to the first heat exchange tube group through the third end of the valve body assembly and the first end of the valve body assembly.

[0012] When the first valve body is a first three-way valve, the second valve body may be a second three-way valve, the first end of the first three-way valve is connected to the pipeline between the fourth end of the valve body assembly and the battery, the second end of the first three-way valve is connected to the second end of the battery, the third end of the first three-way valve is connected to the third end of the valve body assembly, the first end of the second three-way valve is connected to the fourth end of the valve body assembly, the second end of the second three-way valve is connected to the first end of the battery, the second water pump is arranged on the pipeline between the second end of the second three-way valve and the first end of the battery, and the third end of the second three-way valve is connected to the pipeline between the second end of the first three-way valve and the second end of the battery. When the cooling air core is provided with cooling capacity alone, the first end of the valve body assembly is connected to the third end of the valve body assembly, and the second end of the valve body assembly is connected to the fourth end of the valve body assembly, the first end of the first three-way valve and the third end of the first three-way valve can be controlled to be in a non-conducting state, so that the cooling liquid can flow from the cooling air core, the second end of the valve body assembly, the fourth end of the valve body assembly, and the first three-way valve directly back to the third end of the valve body assembly, and return to the first heat exchange tube group through the third end of the valve body assembly and the first end of the valve body assembly. In this process, the respective ends of the second three-way valve can be in a non-conducting state, or the second end of the second three-way valve and the third end of the second three-way valve are in a conducting state, and the first end of the second three-way valve is in a non-conducting state, and the cooling liquid at the battery can be driven by the second water pump by the second end of the battery, the first end of the second three-way valve and the third end of the second three-way valve. The cooling water of described outer combustion gas heating unit is connected with the cooling water of described outer combustion gas heating unit, and the cooling water of described outer combustion gas heating unit is connected with the cooling water of described outer combustion gas heating unit.

[0013] In a possible embodiment, the thermal management system may further include a third circuit, a fourth circuit, a compressor, a water-cooled condenser and a water-cooled evaporator, the water-cooled evaporator includes a first heat exchange tube group and a second heat exchange tube group, and the water-cooled condenser includes a third heat exchange tube group and a fourth heat exchange tube group; the compressor, the third heat exchange tube group and the second heat exchange tube group are connected in series in the third circuit, and the second heat exchange tube group is used for heat exchange with the first heat exchange tube group; the fourth heat exchange tube and the warm air core in the air-conditioning box assembly are connected in series in the fourth circuit, and a third water pump is also provided in the fourth circuit, the first port of the fourth circuit is connected to the fifth end of the valve body assembly, and the second port of the fourth circuit is connected to the sixth end of the valve body assembly; wherein the fourth heat exchange tube is used for heat exchange with the third heat exchange tube group, the fourth heat exchange tube group is used to transfer the coolant after heat exchange with the third heat exchange tube group to the warm air core, and the third water pump is used to return the coolant after passing through the warm air core to the third water pump of the second heat exchange tube group. The high-temperature, high-pressure coolant output by the compressor can pass through the third heat exchange tube group and the second heat exchange tube group and flow back to the compressor. The third heat exchange tube group can perform heat exchange with the third heat exchange tube group to reduce the temperature of the coolant in the third heat exchange tube group. The cooled coolant can enter the second heat exchange tube group. The second heat exchange tube group can perform heat exchange with the first heat exchange tube group to cool the coolant in the first heat exchange tube group. This solution can achieve cooling or heating of one or more of the passenger compartment and battery by controlling the valve body assembly. When the thermal management system is set in an electric vehicle, this method can achieve more temperature modes with fewer components, which not only saves costs and reduces the process complexity of the electric vehicle, but also helps to flexibly control the temperature of various locations in the electric vehicle.

[0014] In the above embodiment, in order to cool down the coolant entering the second heat exchange tube group, a throttling device is further provided in the third circuit, and the throttling device is used to cool down and reduce the pressure of the coolant output by the third heat exchange tube group, and the inlet of the first heat exchange tube group is used to connect the low-temperature and low-pressure coolant output by the throttling device.

[0015] In one possible embodiment, the thermal management system further includes a cooler, an electric drive, a kettle, and a fourth water pump; the cooler, the electric drive, the kettle, and the fourth water pump are sequentially arranged in a fifth circuit, the first port of the fifth circuit being connected to the seventh end of the valve body assembly, the second port of the fifth circuit being connected to the eighth end of the valve body assembly, and the ninth end of the valve body assembly being connected to the pipeline between the cooler and the electric drive. The fifth circuit can provide cooling for the electric drive, and the fifth circuit can be connected to the seventh, eighth, and ninth ends of the valve body assembly. The thermal management system housing controls the valve body assembly to achieve cooling or heating of one or more of the passenger compartment, the electric drive, and the battery.

[0016] In one possible embodiment, the valve body assembly may be a nine-way valve;

[0017] On the first circuit, the first end of the nine-way valve is connected to the inlet of the first heat exchange tube group, the outlet of the first heat exchange tube group is connected to the inlet of the first water pump, the outlet of the first water pump is connected to the cold air core, and the outlet of the cold air core is connected to the second end of the nine-way valve; on the second circuit, the fourth end of the nine-way valve is used to communicate with the second end of the battery, and the first end of the battery is used to communicate with the third end of the nine-way valve; on the fourth circuit, the fifth end of the nine-way valve is connected to the inlet of the third water pump, the outlet of the third water pump is connected to the inlet of the fourth heat exchange tube group, the outlet of the fourth heat exchange tube group is connected to the inlet of the warm air core, and the outlet of the warm air core is connected to the sixth end of the nine-way valve; on the fifth circuit, the seventh end of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric drive, the outlet of the electric drive is connected to the inlet of the kettle, the outlet of the kettle is connected to the inlet of the fourth water pump, and the outlet of the fourth water pump is connected to the eighth end of the nine-way valve; wherein, the ninth end of the nine-way valve is connected to the pipeline between the cooler and the electric drive. The use of a nine-way valve can simplify the structure of the thermal management system, improve the convenience of controlling the valve body assembly, and also help reduce the space occupied by the thermal management system.

[0018] In one possible embodiment, the thermal management system further includes a heater disposed on the fourth circuit, with the heater's inlet communicating with the outlet of the fourth heat exchange tube group, and the heater's outlet communicating with the inlet of the heater core. If the temperature of the coolant output from the fourth heat exchange tube group is insufficient to meet the heating requirements of the passenger compartment or battery, the heater can be used to further heat the coolant to enhance the heating effect.

[0019] In a possible embodiment, the thermal management system also includes a third valve body, a fourth valve body and a fifth valve body, the first end of the third valve body is connected to the outlet of the first heat exchange tube group, the second end of the third valve body is connected to the inlet of the cold air core, and the third end of the third valve body is connected to the second end of the valve body assembly; the first end of the fourth valve body is connected to the outlet of the warm air core, the second end of the fourth valve body is connected to the inlet of the cold air core, and the third end of the fourth valve body is connected to the sixth end of the valve body assembly; the first end of the fifth valve body is connected to the outlet of the cold air core, the second end of the fifth valve body is connected to the second end of the valve body assembly, and the third end of the fifth valve body is connected to the sixth end of the valve body assembly; when the warm air core is used to connect to the high-temperature coolant output by the fourth heat exchange tube group, the coolant output by the warm air core is connected to the cold air core through the first end and the second end of the fourth valve body, and the coolant output by the cold air core is connected to the sixth end of the valve body assembly through the first end of the fifth valve body and the third end of the fifth valve body. In this arrangement, the high-temperature coolant in the fourth heat exchange tube group first passes through the heater core to heat the air entering the passenger compartment, then passes through the fourth valve body to the cool air core to continue heating the air in the passenger compartment, before returning to the fourth circuit through the fifth valve body. Simultaneously, the low-temperature coolant in the first heat exchange tube group passes through the third valve body directly into the nine-way valve before being transferred to other coolant circuits to absorb heat. In this arrangement, the heater core and cool air core within the air conditioning unit are connected in series when heating air, increasing the heat exchange area of ​​the unit and improving heat exchange efficiency.

[0020] In a possible embodiment, the thermal management system further includes a sixth valve body, a seventh valve body, and an eighth valve body, wherein the first end of the sixth valve body is connected to the outlet of the first heat exchange tube group, the second end of the sixth valve body is connected to the inlet of the cold air core, and the third end of the sixth valve body is connected to the second end of the valve body assembly; the first end of the seventh valve body is connected to the outlet of the fourth heat exchange tube group, the second end of the seventh valve body is connected to the inlet of the warm air core, and the third end of the seventh valve body is connected to the pipeline between the inlet of the cold air core and the sixth end of the sixth valve body; the first end of the eighth valve body is connected to the outlet of the cold air core, the second end of the eighth valve body is connected to the second end of the valve body assembly, and the third end of the eighth valve body is connected to the sixth end of the valve body assembly; when both the cold air core and the warm air core are used to receive the high-temperature coolant output by the fourth heat exchange tube group, the coolant output by the cold air core flows back to the second heat exchange tube group through the first end of the eighth valve body, the second end of the eighth valve body, and the sixth and fifth ends of the valve body assembly, and the coolant output by the warm air core flows back to the fourth heat exchange tube group through the sixth and fifth ends of the valve body assembly. In this arrangement, the hot refrigerant in the fourth heat exchange tube group first passes through the seventh valve body to distribute its flow. A portion of the hot water passes through the heater core to heat the air entering the passenger compartment, while another portion passes through the seventh valve body to the cooler core to continue heating the air in the passenger compartment before returning to the heater coolant line through the eighth valve body. Simultaneously, the low-temperature coolant in the first heat exchange tube group can pass directly through the sixth valve body to the nine-way valve, where it can then be transferred to other coolant circuits to absorb heat. In this arrangement, the heater core and cooler core within the air conditioning unit are connected in parallel when heating the air, and both cores are fed with high-temperature refrigerant, thereby increasing the heat exchange area of ​​the air conditioning unit and improving the heat exchange efficiency.

[0021] In one possible embodiment, the thermal management system further includes an air intake heat exchanger and a ninth valve body. The air intake heat exchanger is disposed at the inlet of the air conditioning unit assembly. The inlet of the air intake heat exchanger communicates with the first end of the ninth three-way valve, the outlet of the air intake heat exchanger communicates with the sixth end of the valve body assembly, the second end of the ninth valve body communicates with the outlet of the heater core, and the third end of the ninth three-way valve communicates with the sixth end of the valve body assembly. When heating the passenger compartment, the hot refrigerant in the fourth heat exchange tube group first passes through the heater core to heat the air entering the passenger compartment, then passes through the ninth valve body to enter the air intake heat exchanger to preheat the low-temperature gas of the external circulation intake air, and then returns to the heater coolant line. This arrangement maximizes the energy of the higher-temperature hot water heated by the heater core while ensuring the air outlet temperature in the passenger compartment, thereby improving the heat exchange effect.

[0022] In a possible embodiment, the thermal management system further includes a tenth valve body, an eleventh valve body and a twelfth valve body, the first end of the tenth valve body is connected to the outlet of the first heat exchange tube group, the second end of the tenth valve body is connected to the inlet of the cold air core, and the third end of the tenth valve body is connected to the second end of the valve body assembly; the first end of the eleventh valve body is connected to the outlet of the fourth heat exchange tube group, the second end of the eleventh valve body is connected to the inlet of the warm air core, and the third end of the eleventh valve body is connected to the inlet end of the cold air core; the first end of the twelfth valve body is connected to the outlet of the cold air core, the second end of the twelfth valve body is connected to the second end of the valve body assembly, and the third end of the eleventh valve body is connected to the sixth end of the valve body assembly; when the cold air core and the warm air core are both used to receive the high-temperature coolant output by the second heat exchange tube group, the coolant output by the cold air core flows back to the fourth heat exchange tube group through the eleventh valve body and the sixth and fifth ends of the valve body assembly, and the cold air core is reused as the warm air core; the coolant output by the warm air core flows back to the middle inlet of the fourth heat exchange tube group to the fourth heat exchange tube group. In this way, the hot refrigerant in the fourth heat exchange tube group is first distributed through the eleventh valve body. Part of the hot water enters the heater core to heat the air entering the passenger compartment, and then directly returns to the middle inlet of the liquid-cooled condenser. The other hot water enters the cold air core to preheat the incoming air, and then returns to the fourth circuit. This arrangement can achieve a tiered distribution of the coolant in the liquid cooler condenser. Starting from the inlet of the fourth heat exchange tube group, it is the low-temperature coolant that is cooled after preheating. After reaching the middle inlet of the fourth heat exchange tube group, it is mixed with the medium-temperature coolant after entering the heater core, and finally heated to a high-temperature coolant. At the same time, the low-temperature coolant of the first heat exchange tube group directly enters the nine-way valve through the tenth valve body and then goes to other coolant circuits to absorb heat. In this setting, the temperature change curve of the coolant and the temperature change curve of the refrigerant can be ensured to match by adjusting the flow of the eleventh valve body, thereby reducing the energy loss of the system and improving efficiency.

[0023] In one possible embodiment, the thermal management system further includes a thirteenth valve body and a fourteenth valve body. The first end of the thirteenth valve body is connected to the outlet of the fourth heat exchange tube group, the second end of the thirteenth valve body is connected to the outlet of the first heat exchange tube group, and the third end of the fourteenth valve body is connected to the inlet of the warm air core; the outlet of the fourteenth valve body is connected to the pipeline between the warm air core and the valve body assembly, and the inlet of the fourteenth valve body is connected to the pipeline between the cold air core and the valve body assembly. In this way, the fourth heat exchange tube group and the first heat exchange tube group can be connected through the thirteenth valve body. The control part is in direct contact between the hot and cold water in the fourth heat exchange tube group and the first heat exchange tube group, so that the overall water circuit temperature is increased, and finally the water circuit returns to the fourth circuit where the fourth heat exchange pipe is located from the fourteenth valve body. This mode can use the power generated by the compressor itself to generate heat, and increase the temperature of the overall water circuit under extremely low temperature conditions to meet the heat pump startup requirements.

[0024] In one possible embodiment, the air conditioning box assembly further includes an additional core, and the thermal management system further includes a fifteenth valve body, a sixteenth valve body, and a seventeenth valve body; the first end of the fifteenth valve body is connected to the outlet of the first heat exchange tube group, the second end of the fifteenth valve body is connected to the inlet of the cold air core, the third end of the fifteenth valve body is connected to the first end of the sixteenth valve body, the second end of the sixteenth valve body is connected to the outlet of the fourth heat exchange tube group, the third end of the sixteenth valve body is connected to the inlet of the warm air core, the inlet of the additional core is connected to a pipeline between the third end of the fifteenth valve body and the first end of the sixteenth valve body, the outlet of the additional core is connected to the first end of the seventeenth valve body, the second end of the seventeenth valve body and the second end of the fifteenth valve body are connected to the inlet of the cold air core, and the third end of the seventeenth valve body and the third end of the sixteenth valve body are connected to the inlet of the warm air core. In this arrangement, the warm air core and the cold air core can also cool or heat the passenger compartment respectively, and the additional core can participate in cooling or heating as an additional cold air core or warm air core depending on the cooling and heating loads.

[0025] In the above embodiments, the second to thirteenth valve bodies and the fifteenth to seventeenth valve bodies are all three-way valves, and the fourteenth valve body is a one-way valve.

[0026] In one possible embodiment, the thermal management system further includes a regenerative liquid collector, which is disposed on the third circuit and includes a fifth heat exchange tube group and a sixth heat exchange tube group. The inlet of the fifth heat exchange tube group is connected to the outlet of the third heat exchange tube group, the outlet of the fifth heat exchange tube group is connected to the inlet of a throttling device, the inlet of the sixth heat exchange tube group is connected to the outlet of the second heat exchange tube group, and the outlet of the sixth heat exchange tube group is connected to the inlet of a compressor. The provision of the regenerative liquid collector can further reduce the refrigerant temperature at the outlet of the first heat exchange tube group, lower the dryness of the refrigerant after throttling, and improve the cooling capacity of the water-cooled evaporator.

[0027] It should be noted that the regenerative liquid collector can have various specific structures. For example, the regenerative liquid collector includes a regenerative device and a first gas-liquid separator, the regenerative device includes a fifth heat exchange tube group and a sixth heat exchange tube group, the inlet of the first gas-liquid separator is connected to the outlet of the sixth heat exchange tube group, and the outlet of the first gas-liquid separator is connected to the inlet of the compressor. Alternatively, the regenerative liquid collector includes a regenerative device and a liquid storage tank, the regenerative device includes a fifth heat exchange tube group and a sixth heat exchange tube group, the inlet of the fifth heat exchange tube group is connected to the outlet of the liquid storage tank, and the inlet of the liquid storage tank is connected to the outlet of the third heat exchange tube group.

[0028] In the above embodiment, the throttling device may be a first throttle valve.

[0029] The thermal management system also includes an outdoor heat exchanger, a second throttle valve, and a first valve. One end of the second throttle valve is connected to the outlet of the third heat exchange tube group, the second end of the second throttle valve is connected to the inlet of the outdoor heat exchanger, the outlet of the outdoor heat exchanger is connected to the inlet of the first throttle valve, one end of the first valve is connected to the outlet of the third heat exchange tube group, and the other end of the first valve is connected to the inlet of the first throttle valve. The outdoor heat exchanger allows the refrigerant to directly exchange heat with the external environment, compensating for insufficient secondary heat exchange efficiency on the water side under extremely high and low temperature conditions, thereby improving system capacity.

[0030] Wherein, the first valve is a stop valve.

[0031] In one possible embodiment, the thermal management system further includes a second gas-liquid separator located on the third circuit. The inlet of the second gas-liquid separator is connected to the outlet of the second heat exchanger tube group, and the outlet of the second gas-liquid separator is connected to the inlet of the compressor motor. The second gas-liquid separator can store liquid while retaining liquid from the gas-liquid mixture, allowing only gas to flow into the compressor. This ensures the required superheat at the compressor inlet and improves compression efficiency.

[0032] In the above embodiment, the throttling device can be a first throttle valve, or the throttling device can further include an ejector and a third gas-liquid separator, the ejector end is connected to the outlet of the third heat exchange tube group, the ejector outlet is connected to the outlet of the second heat exchange tube group, the ejector output end is connected to the inlet of the third gas-liquid separator, the gas phase output end of the third gas-liquid separator is connected to the inlet of the compressor, and the liquid phase output end of the third gas-liquid separator is connected to the inlet of the second heat exchange tube group. During the operation of the third loop, the high-temperature and high-pressure coolant after heat exchange through the third heat exchange tube group enters the ejector through the ejector end. At this time, the gas refrigerant passing through the outlet of the second heat exchange tube group is brought into the outlet end of the ejector by the main jet with lower pressure before the ejector. The coolant and gas refrigerant passing through the ejector end and the outlet end are mixed in the ejector and then ejected through the ejector output end into the third gas-liquid separator. From the third gas-liquid separator, the coolant is separated into gas refrigerant and liquid refrigerant, wherein the gas refrigerant enters the inlet of the compressor and the liquid refrigerant enters the inlet of the third heat exchange tube group of the water-cooled evaporator. Using an ejector instead of a traditional electronic expansion valve can effectively recover the energy lost during the throttling process, increase the suction pressure, and improve system efficiency.

[0033] Based on the above embodiment, the throttling device may further include a first electronic expansion valve, the inlet of which is connected to the gas phase output end of the three-gas-liquid separator, and the outlet of which is connected to the inlet of the second heat exchange tube group. Adding the first electronic expansion valve to the discharge end of the ejector can regulate the flow rate of the ejector fluid entering the ejector, thereby compensating for the ejector's insufficient flow regulation capability and enabling more effective regulation of the thermal management system's state parameters.

[0034] The throttling device may further include a second electronic expansion valve. When the second electronic expansion valve is provided, the first electronic expansion valve may or may not be provided. The inlet of the second electronic expansion valve may be connected to the outlet of the third heat exchange tube group, and the outlet of the second electronic expansion valve may be connected to the ejector end. The provision of the second electronic expansion valve can regulate the flow rate entering the ejector end, thereby compensating for the insufficient flow regulation capability of the ejector and enabling more effective regulation of the state parameters of the thermal management system.

[0035] In a possible embodiment, the throttling device also includes a third electronic expansion valve, a second valve, a third valve, a fourth valve and a fifth valve; the inlet of the second valve is connected to the outlet of the third heat exchange tube group, the outlet of the second valve is connected to the jet end of the ejector, one end of the third valve is connected to the outlet of the second heat exchange tube group, the other end of the third valve is connected to the drainage end of the ejector, one end of the fourth valve is connected to the outlet of the second heat exchange tube group, the other end of the fourth valve is connected to the pipeline between the output end of the ejector and the inlet of the third gas-liquid separator, one end of the fifth valve is connected to the liquid phase output end of the third gas-liquid separator, the other end of the fifth valve is connected to the inlet of the second heat exchange tube group, one end of the third electronic expansion valve is connected to the pipeline between the inlet of the second valve and the outlet of the third heat exchange tube group, and the other end of the third electronic expansion valve is connected to the pipeline between the outlet of the fifth valve and the inlet of the second heat exchange tube group. In this mode, the outlet of the third heat exchange tube group is divided into two routes. One route uses an ejector. When operating in this mode, the third electronic expansion valve (EVV) needs to be closed, the fourth valve is closed, and the second, third, and fifth valves are opened. Coolant flowing through the outlet of the third heat exchange tube group passes through the second valve from the ejector end to the ejector. The ejector flow passes through the third valve to the ejector's drainage end. Coolant at the drainage and ejector ends enters the third gas-liquid separator from the ejector's output end. The other route uses the third electronic expansion valve. When operating in this mode, the second, third, and fifth valves are closed, the fourth valve is opened, and the third electronic expansion valve is opened and regulated. Coolant flowing out of the outlet of the third heat exchange tube group enters the third electronic expansion valve for throttling before entering the second heat exchange tube group for evaporation. The evaporated coolant passes through the fourth valve and enters the third gas-liquid separator. This mode ensures efficient ejector operation. When system conditions are unsuitable for ejector operation, the system can switch to conventional electronic expansion valve operation.

[0036] Among them, the first valve to the fifth valve are all stop valves.

[0037] In the above-mentioned embodiment, the valve body assembly, the plurality of water pumps and several components may be integrated.

[0038] For example, one or more of the first water pump, the second water pump, the third water pump, the fourth water pump, the first valve body and the valve body assembly are integrated into the first integrated unit;

[0039] Integrating a water-cooled condenser, a water-cooled evaporator, a heater and a throttling device into a second integrated unit;

[0040] The water-cooled condenser, water-cooled evaporator, heater, heat recovery collector, throttling device, and compressor are integrated into a third integrated unit. This integration of the various components not only helps reduce the structural complexity of the thermal management system and reduce the space it occupies, but also shortens the wiring between the various components through this compact structural arrangement, thereby helping to address the current problems of dispersed component installation locations and excessively long pipes in the thermal management system of electric vehicles. When the coolant or refrigerant circulates in this short circulation link, the pressure loss of the coolant or refrigerant during the circulation process is reduced, thereby also helping to improve the efficiency of the refrigerant circuit. In addition, this integration method can be made into modular components, which is also easy to maintain and carry.

[0041] In the above embodiment, the valve body assembly may also be integrated with the nine-way valve and the first valve body (first three-way valve).

[0042] In a second aspect, the present application further provides a method for controlling a thermal management system according to any technical solution of the first aspect, wherein the first end of the control valve assembly is connected to the third end of the control valve assembly, and the second end of the control valve assembly is connected to the fourth end of the control valve assembly, and the coolant in the first heat exchange tube group passes through the cold air core to cool the gas passing through the cold air core; the opening and closing of each end of the first valve body is controlled to allow the coolant passing through the cold air core to flow through the second end of the valve body assembly and the fourth end of the valve body assembly, and then through the first valve body to return to the third end of the valve body assembly and the first end of the valve body assembly to enter the first heat exchange tube group; the second valve body is controlled to allow the coolant in the battery to flow from the second end of the battery through the second valve body to return to the first end of the battery; or the coolant passing through the cold air core to flow through the second end of the valve body assembly and the fourth end of the valve body assembly, and then through the first valve body and the battery to return to the third end of the valve body assembly and the first end of the valve body assembly to enter the first heat exchange tube group. The effect produced is the same as that of the thermal management system according to the first aspect, and will not be repeated here.

[0043] On the third aspect, the present application also provides a thermal management system, which may include a compressor, an air-conditioning box assembly, a water-cooled condenser and a stop valve, wherein the air-conditioning box assembly may include a warm air core and a cold air core; the first circuit includes a main circuit, a first branch and a second branch, the compressor, the warm air core and the stop valve are arranged in the main circuit, the outlet of the compressor is connected to the inlet of the warm air core, the outlet of the warm air core is connected to the inlet of the stop valve, and the outlet of the stop valve is connected to the inlet of the compressor; a first throttle valve and a first heat exchange tube group of the water-cooled evaporator are provided on the first branch, the inlet of the first throttle valve is connected to the pipeline between the stop valve and the warm air core, the outlet of the first throttle valve is connected to the inlet of the first heat exchange tube group, and the outlet of the first heat exchange tube group is connected to the pipeline between the outlet of the stop valve and the inlet of the compressor; a second throttle valve and a cold air core are provided on the second branch, the inlet of the second throttle valve is connected to the pipeline between the stop valve and the warm air core, the outlet of the second throttle valve is connected to the inlet of the cold air core, and the outlet of the cold air core is connected to the pipeline between the outlet of the stop valve and the inlet of the compressor. In this setting, the first branch and the second branch are arranged in parallel. The main circuit can provide heat to the warm air core, so that the passenger compartment is in a heating state. The second branch can provide cooling for the cold air core in the air-conditioning box assembly, so that the passenger compartment can be in a cooling state.

[0044] In a possible embodiment, the thermal management system also includes a water-cooled condenser, a valve body assembly, a second circuit and a third circuit, the water-cooled condenser includes a third heat exchange tube group and a fourth heat exchange tube group; the inlet of the third heat exchange tube group is connected to the outlet of the heater core, and the outlet of the third heat exchange tube group is connected to the inlet of the shut-off valve; a first water pump and a fourth heat exchange tube group are provided on the second circuit, the fourth heat exchange tube group is used for heat exchange with the third heat exchange tube group, the first port of the second circuit is connected to the first end of the valve body assembly, and the second port of the second circuit is connected to the second end of the valve body assembly; the third circuit passes through the battery to perform heat exchange with the battery, and a second water pump for making the coolant in the third circuit flow is provided on the third circuit, the first port of the third circuit is connected to the third end of the valve body assembly, and the second port of the third circuit is connected to the fourth end of the valve body assembly. In the aforementioned thermal management system, the first end of the valve body assembly can be controlled to communicate with the third end of the valve body assembly, and the second end of the valve body assembly can be controlled to communicate with the fourth end of the valve body assembly. In this case, the second circuit and the third circuit are connected through the valve body assembly, and the fourth heat exchange tube group can heat the coolant in the third heat exchange tube group through heat exchange with the third heat exchange tube group. The heated coolant can then enter the third circuit through the valve body assembly to heat the battery. At this time, the high-temperature, high-pressure refrigerant output by the compressor passes through the heater core and then enters the third heat exchange tube group to exchange heat with the fourth heat exchange tube group. In other words, the high-temperature, high-pressure refrigerant passing through the heater core of the air conditioner assembly can also heat the battery, thereby improving the coordinated efficiency of the various circuits in the thermal management system. When all ports in the valve body assembly are disconnected, the high-temperature, high-pressure refrigerant output by the compressor can also pass through the heater core, maintaining a fully heated passenger compartment.

[0045] Among them, a third throttle valve and an outdoor heat exchanger are also provided on the main circuit; the inlet of the third throttle valve is connected to the outlet of the third heat exchange tube group, the outlet of the third throttle valve is connected to the inlet of the outdoor heat exchanger, and the outlet of the outdoor heat exchanger is connected to the inlet of the stop valve.

[0046] In the above-mentioned embodiment, the thermal management system also includes a fourth circuit. The water-cooled evaporator includes a first heat exchange tube group and a second heat exchange tube group. The fourth circuit is equipped with a third water pump and the second heat exchange tube group of the water-cooled evaporator. The second heat exchange tube group is used to exchange heat with the first heat exchange tube group. The first port of the fourth circuit is connected to the fifth end of the valve body assembly, and the second port of the fourth circuit is connected to the sixth end of the valve body assembly. In this manner, by controlling the connection of the various ports within the valve body assembly, the fourth circuit can provide cooling capacity to the third circuit where the battery is located, thereby cooling the battery.

[0047] The thermal management system further includes a fifth circuit, as well as a cooler, an electric driver, a kettle, and a fourth water pump disposed on the fifth circuit. The first port of the fifth circuit is connected to the seventh end of the valve body assembly, the second port of the fifth circuit is connected to the eighth end of the valve body assembly, and the ninth end of the valve body assembly is connected to the pipeline between the cooler and the electric driver. The fifth circuit can be connected to one or more of the second circuit, the third circuit, and the fourth circuit via the valve body assembly.

[0048] In the above-described embodiment, by controlling the communication between different ports in the valve body assembly, and the opening and closing of the three throttle valves and the shutoff valve, cooling or heating can be achieved for one or more of the passenger compartment, the battery, and the electric drive. When the thermal management system is installed in an electric vehicle, this approach can achieve a wide range of temperature modes with fewer components, saving costs and reducing the manufacturing complexity of the electric vehicle while also facilitating flexible temperature control at various locations within the vehicle.

[0049] In a possible embodiment, the valve body assembly is a nine-way valve; on the second circuit, the first end of the nine-way valve is connected to the inlet of the first water pump, the outlet of the first water pump is connected to the inlet of the fourth heat exchange tube group, and the outlet of the fourth heat exchange tube group is connected to the second end of the nine-way valve; on the third circuit, the third end of the nine-way valve is connected to the inlet of the second water pump, the outlet of the second water pump is connected to the inlet of the battery, and the outlet of the battery is connected to the fourth end of the nine-way valve; on the fourth circuit, the fifth end of the nine-way valve is connected to the inlet of the third water pump, the outlet of the third water pump is connected to the inlet of the second heat exchange tube group, and the outlet of the second heat exchange tube group is connected to the sixth end of the nine-way valve; on the fifth circuit, the seventh end of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric drive, the outlet of the electric drive is connected to the inlet of the kettle, the outlet of the kettle is connected to the inlet of the fourth water pump, and the outlet of the fourth water pump is connected to the eighth end of the nine-way valve; wherein, the ninth end of the nine-way valve is connected to the pipeline between the cooler and the electric drive. The use of a nine-way valve can simplify the structure of the thermal management system, improve the convenience of controlling the valve body assembly, and also help reduce the space occupied by the thermal management system.

[0050] Fourthly, the present application further provides a thermal management system comprising a compressor, a first tube group, a second tube group, a throttling device, and a regenerative liquid collector; the outlet of the compressor is connected to the inlet of the first tube group, the outlet of the first tube group is connected to the inlet of a third tube group within the regenerative liquid collector, the outlet of the third tube group is connected to the inlet of the throttling device, the outlet of the throttling device is connected to the inlet of the second tube group, the outlet of the second tube group is connected to the inlet of a fourth tube group within the regenerative liquid collector, and the outlet of the fourth tube group is connected to the inlet of the compressor. The provision of the regenerative liquid collector can further reduce the refrigerant temperature at the outlet of the first heat exchange tube group, reduce the dryness of the refrigerant after throttling, and improve the refrigeration capacity of the water-cooled evaporator side.

[0051] Specifically, the regenerative liquid collector can be in various forms, such as: the regenerative liquid collector may include a regenerator and a gas-liquid separator, the regenerator includes a third tube group and a fourth tube group, the inlet of the gas-liquid separator is connected to the outlet of the fourth tube group, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

[0052] The regenerative liquid collector may further include a regenerator and a liquid storage tank. The regenerator includes a third tube group and a fourth tube group. The inlet of the third tube group is connected to the outlet of the liquid storage tank. The inlet of the liquid storage tank is connected to the outlet of the first tube group.

[0053] In a fifth aspect, the present application further provides a vehicle, comprising a controller and the thermal management system, air conditioning unit assembly, battery, and driver described in any one of the first and third aspects. The controller can be connected to the various valves in the thermal management system and, by controlling the opening and closing of the valves, can implement any of the following modes: simultaneous passenger compartment and battery cooling, passenger compartment cooling alone, battery cooling alone, battery cooling and passenger compartment heating, natural battery cooling, driver automatic cooling, simultaneous passenger compartment and battery heating, battery heating and passenger compartment dehumidification, passenger compartment heating alone, battery heating alone, and vehicle-wide dehumidification. This design allows the vehicle to freely switch between cooling and heating modes for one or more of the passenger compartment, battery, and driver, helping to meet the diverse needs of various users and enhance the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] FIG01 is a schematic diagram of the structure of a thermal management system provided in an embodiment of the present application;

[0055] FIG02 is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present application;

[0056] FIG1A is a schematic structural diagram of a thermal management system provided in Example 1 of the present application;

[0057] FIG1B1 is a schematic structural diagram of a heat recovery liquid collector used in a thermal management system provided in Example 1 of the present application;

[0058] FIG1B2 is a schematic structural diagram of a heat recovery liquid collector in FIG1B1 specifically disposed in the third loop;

[0059] FIG1B3 is a schematic structural diagram of a heat recovery liquid collector in FIG1B1 specifically disposed in the third loop;

[0060] FIG1B4 is a schematic structural diagram of a second gas-liquid separator used in a thermal management system provided in Example 1 of the present application;

[0061] FIG1B5 is a schematic structural diagram of a throttling device used in a thermal management system provided in Example 1 of the present application;

[0062] FIG1B6 is a schematic structural diagram of a throttling device used in a thermal management system provided in Example 1 of the present application;

[0063] FIG1B7 is a schematic structural diagram of a throttling device used in a thermal management system provided in Example 1 of the present application;

[0064] FIG1B8 is a schematic structural diagram of a throttling device used in a thermal management system provided in Example 1 of the present application;

[0065] FIG1B9 is a schematic structural diagram of a throttling device used in a thermal management system provided in Example 1 of the present application;

[0066] FIG1C is a schematic structural diagram of an outdoor heat exchanger used in a thermal management system provided in Example 1 of the present application;

[0067] FIG1D is a schematic diagram of another structure of a thermal management system provided in Example 1 of the present application;

[0068] FIG1E is a schematic diagram of another structure of a thermal management system provided in Example 1 of the present application;

[0069] FIG1F is a schematic diagram of another structure of a thermal management system provided in Example 1 of the present application;

[0070] FIG1G is a schematic diagram of another structure of a thermal management system provided in Example 1 of the present application;

[0071] FIG1H is a schematic diagram of another structure of a thermal management system provided in Example 1 of the present application;

[0072] FIG1I is another structural diagram of a thermal management system provided in Example 1 of the present application;

[0073] FIG2A is a schematic structural diagram of an integrated approach in a thermal management system provided in Example 1 of the present application;

[0074] FIG2B is a schematic structural diagram of another integrated approach in a thermal management system provided in Example 1 of the present application;

[0075] FIG3A is a schematic structural diagram of another integrated approach in a thermal management system provided in Example 1 of the present application;

[0076] FIG3B is a schematic structural diagram of another integrated approach in a thermal management system provided in Example 1 of the present application;

[0077] FIG4 is a schematic structural diagram of another integrated approach in a thermal management system provided in Example 1 of the present application;

[0078] FIG5A is a schematic structural diagram of a mode in which a passenger compartment and a battery are cooled simultaneously in a thermal management system provided in Example 1 of the present application;

[0079] FIG5B is a schematic structural diagram of a thermal management system provided in Example 1 of the present application in a passenger cabin independent cooling mode;

[0080] FIG5C is a schematic diagram of the structure of a thermal management system provided in Example 1 of the present application in a battery-only cooling mode;

[0081] FIG5D1 is a schematic structural diagram of a thermal management system provided in the first embodiment of the present application in a mode in which the battery is cooled and the passenger compartment is heated;

[0082] FIG5D2 is a schematic structural diagram of a thermal management system provided in the first embodiment of the present application in a mode in which the battery is cooled and the passenger compartment is heated;

[0083] FIG5E is a schematic structural diagram of a battery in a natural cooling mode in a thermal management system provided in Example 1 of the present application;

[0084] FIG5F is a schematic structural diagram of a battery in a natural cooling mode in a thermal management system provided in Example 1 of the present application;

[0085] FIG5G is a schematic structural diagram of a thermal management system provided in the first embodiment of the present application in a mode where the passenger compartment and the battery are heated simultaneously;

[0086] FIG5H is a schematic structural diagram of a thermal management system provided in the first embodiment of the present application in a mode of battery heating and passenger compartment dehumidification;

[0087] FIG5I is a schematic structural diagram of a thermal management system provided in the first embodiment of the present application in a passenger compartment independent heating mode;

[0088] FIG5J is a schematic structural diagram of a thermal management system provided in Example 1 of the present application in a battery-only heating mode;

[0089] FIG5K1 is a schematic structural diagram of a thermal management system in a vehicle dehumidification mode provided in Example 1 of the present application;

[0090] FIG5K2 is a schematic structural diagram of a thermal management system in a vehicle dehumidification mode provided in Example 1 of the present application;

[0091] FIG5K3 is a schematic structural diagram of a thermal management system in a vehicle dehumidification mode provided in Example 1 of the present application;

[0092] 5L is a schematic structural diagram of a valve body assembly including a three-way valve, a four-way valve, and a five-way valve in a thermal management system provided in Example 1 of the present application;

[0093] FIG6A exemplarily shows a schematic structural diagram of a thermal management system provided in Example 2 of the present application;

[0094] FIG6B exemplarily shows a structural diagram of a heat recovery liquid collector provided in Example 2 of the present application;

[0095] FIG6C exemplarily shows a structural diagram of an outdoor heat exchanger provided in the second embodiment of the present application;

[0096] FIG7A is a schematic structural diagram of a thermal management system provided in a second embodiment of the present application in a mode in which the passenger compartment and the battery are cooled simultaneously;

[0097] FIG7B is a schematic structural diagram of a thermal management system provided in Example 2 of the present application in a passenger compartment independent cooling mode;

[0098] FIG7C is a schematic diagram of the structure of a thermal management system in a battery-only cooling mode provided in Example 2 of the present application;

[0099] 7D1 and 7D2 are schematic structural diagrams of a thermal management system provided in a second embodiment of the present application in a mode in which the battery is cooled and the passenger compartment is heated;

[0100] FIG7E is a schematic diagram of the structure of a natural cooling mode of a battery in a thermal management system provided in Example 2 of the present application;

[0101] FIG7F is a schematic structural diagram of a natural cooling mode of an electric drive in a thermal management system provided in Example 2 of the present application;

[0102] FIG7G is a schematic structural diagram of a thermal management system provided in a second embodiment of the present application in a mode where the passenger compartment and the battery are heated simultaneously;

[0103] FIG7H is a schematic structural diagram of a thermal management system in a mode of battery heating and passenger compartment dehumidification provided in the second embodiment of the present application;

[0104] FIG7I is a schematic structural diagram of a thermal management system provided in a second embodiment of the present application in a passenger compartment independent heating mode;

[0105] FIG7J is a schematic structural diagram of a thermal management system provided in Example 2 of the present application in a battery-only heating mode;

[0106] FIG8 exemplarily shows a schematic structural diagram of a thermal management system provided in Example 3 of the present application;

[0107] FIG9A is a schematic structural diagram of a thermal management system provided in a third embodiment of the present application in a mode in which the passenger compartment and the battery are cooled simultaneously;

[0108] FIG9B is a schematic structural diagram of a thermal management system provided in a third embodiment of the present application in a passenger compartment independent cooling mode;

[0109] FIG9C is a schematic structural diagram of a thermal management system in a battery-only cooling mode provided in Example 3 of the present application;

[0110] FIG9D is a schematic structural diagram of a thermal management system provided in a third embodiment of the present application in a mode in which the battery is cooled and the passenger compartment is heated;

[0111] FIG9E is a schematic structural diagram of a battery natural cooling mode in a thermal management system provided in Example 3 of the present application;

[0112] FIG9F is a schematic structural diagram of a thermal management system in a natural cooling mode for an electric drive provided in Example 3 of the present application;

[0113] FIG9G is a schematic structural diagram of a thermal management system provided in a third embodiment of the present application in a mode where the passenger compartment and the battery are heated simultaneously;

[0114] FIG9H is a schematic structural diagram of a thermal management system in a mode of battery heating and passenger compartment dehumidification provided in a third embodiment of the present application;

[0115] FIG9I is a schematic structural diagram of a thermal management system provided in a third embodiment of the present application in a passenger compartment independent heating mode;

[0116] FIG9J is a schematic structural diagram of a thermal management system in a battery-only heating mode provided in Example 3 of the present application. DETAILED DESCRIPTION

[0117] In order to make the purpose, technical solutions and advantages of this application clearer, this application will be further described in detail below with reference to the accompanying drawings.

[0118] The thermal management system in this application is applicable to electric vehicles. An electric vehicle is a vehicle that is driven by an electric drive. The electric drive may include, for example, a power distribution unit (PDU), a microcontroller unit (MCU), a mapped diagnostic context (MDC), and a motor. In the thermal management system used in existing electric vehicles, the deployment positions of the various components are relatively scattered, resulting in longer pipelines, which makes the pressure loss of the liquid when it circulates in the pipeline more serious, affecting the cooling or heating effect of the loop. In addition, the devices in each loop in the existing thermal management system need to be controlled separately, resulting in poor coordination between the loops.

[0119] The terms used in the following embodiments are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and appended claims of this application, the singular expressions "a", "an", "said", "above", "the", and "this" are intended to also include expressions such as "one or more", unless the context clearly indicates otherwise.

[0120] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in yet other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0121] Figure 01 is a schematic structural diagram of a thermal management system provided by an embodiment of the present application. As shown in Figure 01, the heat pipe system includes a first circuit a, a second circuit b, and a valve body assembly. The first circuit a is provided with a first heat exchange tube group and a cold air core in the air conditioning box assembly 3. The first circuit a is also provided with a first water pump 11. The cold air core is used to receive the coolant output from the outlet a34 of the first heat exchange tube group. The first port of the first circuit a is connected to the first end a26 of the valve body assembly, and the second port of the first circuit a is connected to the second end a27 of the valve body assembly; the second circuit b is provided with a battery, a second water pump 12, a first valve body, and a second valve body. The first port of the second circuit b is communicated with the third end a23 of the valve body assembly, and the second port of the second circuit b is communicated with the fourth end a22 of the valve body assembly. The first valve body is used to allow the coolant passing through the third end a23 or the fourth end a22 of the valve body assembly to flow into the battery through the second water pump 12 and flow back to the fourth end a22 or the third end a23 of the valve body assembly, or, the first valve body is used to allow the coolant to flow from the third end a23 or the fourth end a22 of the valve body assembly through the first valve body to the fourth end a22 or the third end a23 of the valve body assembly, and the second valve body is used to allow the coolant in the battery to flow from the second end of the battery through the second valve body and flow back to the first end of the battery.

[0122] In the above-mentioned thermal management system, the air-conditioning box assembly 3 is generally arranged in the passenger compartment of the vehicle. When the passenger compartment is cooled, it is necessary to connect the first end a26 of the valve body assembly with the third end a23 of the valve body assembly, and connect the second end a27 of the valve body assembly with the fourth end a22 of the valve body assembly, so that the coolant in the first circuit a can circulate to continuously provide cooling to the cold air core, so that the passenger compartment is in a cooling state. Specifically, driven by the first water pump 11, the coolant can flow from the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, and directly back to the third end a23 of the valve body assembly through the first valve body, and return to the first heat exchange tube group through the third end a23 of the valve body assembly and the first end a26 of the valve body assembly. After heat exchange with the outside through the first heat exchange tube group, it is driven by the first water pump 11 to provide cooling for the cold air core. During this process, the coolant in the battery can be internally circulated under the drive of the second valve body and the second water pump 12 to achieve uniform temperature of the battery without affecting the cooling of the passenger compartment. In addition, driven by the first water pump 11, the coolant can pass through the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, and the first valve body. The coolant can also pass through the first valve body again and enter the third end a23 of the battery return valve body assembly, and return to the first heat exchange tube group through the first end a26 of the valve body assembly. After exchanging heat with the outside through the first heat exchange tube group, it is driven by the first water pump 11 to provide cooling for the cold air core. In this process, the coolant passing through the first heat exchange tube group can cool the cold air core and the battery together.

[0123] In the above-mentioned embodiment, under the action of the valve body assembly, the first valve body and the second valve body, the coolant in the first circuit can provide cooling for the cold air core alone and provide cooling for the cold air core and the battery at the same time, and when providing cooling for the cold air core alone, under the action of the second valve body and the second water pump, the battery can also be temperature-balanced, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0124] It should be noted that the first valve body and the second valve body can be specifically in various forms: for example, the first valve body can be a first three-way valve, and the second valve body can be a first one-way valve. Continuing with reference to Figure 01, the first end of the first three-way valve 27 can be connected to the fourth end a22 of the valve body assembly, and the second end of the first three-way valve 27 is connected to the first end of the battery, wherein the second water pump can be arranged on the pipeline between the second end of the first three-way valve 27 and the first end of the battery, the third end of the first three-way valve 27 is connected to the pipeline between the second end of the battery and the third end a23 of the valve body assembly, the inlet of the first one-way valve 7 and the pipeline between the third end of the first three-way valve 27 and the second end of the battery are connected, and the outlet of the first one-way valve 7 is connected to the pipeline between the second end of the first three-way valve 27 and the first end of the battery. When providing cooling capacity for the cold air core alone, the first end a26 of the valve body assembly is connected to the third end a23 of the valve body assembly, and the second end a27 of the valve body assembly is connected to the fourth end a22 of the valve body assembly. The first end and the third end of the first three-way valve 27 can be controlled to be conductive, and the second end of the first three-way valve 27 is in a non-conductive state, so that the coolant can flow from the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, and the first three-way valve 27 directly back to the third end a23 of the valve body assembly, and return to the first heat exchange tube group through the third end a23 of the valve body assembly and the first end a26 of the valve body assembly. In this process, the first one-way valve 7 can be in a conductive state, and the coolant at the battery can be driven by the second water pump through the second end of the battery, the inlet of the first one-way valve 7, and the outlet of the first one-way valve 7. The cooling liquid flows from the cooling core to the battery through the outlet and the second water pump, and then flows back to the first end of the battery through the outlet to complete the temperature equalization of the battery. When the cooling capacity is provided to the cold air core and the battery at the same time, the first end a26 of the valve body assembly is connected to the third end a23 of the valve body assembly, and the second end a27 of the valve body assembly is connected to the fourth end a23 of the valve body assembly. The first end and the second end of the first three-way valve 27 can be controlled to be conductive, and the third end of the first three-way valve 27 is in a non-conductive state. The first one-way valve 7 can also be in a non-conductive state, so that the cooling liquid can flow from the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first end and the second end of the first three-way valve 27 to the battery. The cooling liquid flows back to the third end a23 of the valve body assembly through the battery, and flows back to the first heat exchange tube group through the third end a23 of the valve body assembly and the first end a26 of the valve body assembly.

[0125] In addition, when the first valve body is a first three-way valve, the second valve body can be a second three-way valve, specifically referring to Figure 02, the first end of the first three-way valve 27 is connected to the fourth end a22 of the valve body assembly and the pipeline between the battery, the second end of the first three-way valve 27 is connected to the second end of the battery, the third end of the first three-way valve 27 is connected to the third end a23 of the valve body assembly, the first end of the second three-way valve 28 is connected to the fourth end a22 of the valve body assembly, the second end of the second three-way valve 28 is connected to the first end of the battery, the second water pump 12 is arranged on the pipeline between the second end of the second three-way valve 28 and the first end of the battery, and the third end of the second three-way valve 28 is connected to the pipeline between the second end of the battery and the second end of the first three-way valve 27 and the second end of the battery. When providing cooling capacity for the cold air core alone, the first end a26 of the valve body assembly is communicated with the third end a23 of the valve body assembly, and the second end a27 of the valve body assembly is communicated with the fourth end a22 of the valve body assembly. By controlling the first end of the first three-way valve 27 and the third end of the first three-way valve to be conductive, the second end of the first three-way valve 27 is in a non-conductive state, so that the coolant can flow directly back to the valve core from the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, and the first three-way valve 27. The cooling liquid at the battery can be driven by the second water pump 12, and the cooling liquid at the battery can be returned to the first end of the battery by the second end of the second three-way valve 28, the second end of the second three-way valve 28, and the second water pump 12 to complete the temperature equalization of the battery; when the cooling air core and the battery are provided with cooling capacity at the same time, the first end a26 of the valve body assembly is connected with the third end of the valve body assembly, and the second end a27 of the valve body assembly is connected with the fourth end a22 of the valve body assembly. The second and third ends of the first three-way valve 27 can be controlled to be connected, and the second end of the first three-way valve 27 is in a non-conducting state. The second end of the three-way valve 28 is in a conducting state, and the third end of the second three-way valve 28 is in a non-conducting state, so that the coolant can flow from the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, through the first end of the second three-way valve 28 and the second end a27 of the second three-way valve, the battery, the second end and the third end of the first three-way valve 27 back to the third end a23 of the valve body assembly, and return to the first heat exchange tube group through the third end a23 of the valve body assembly and the first end a26 of the valve body assembly.

[0126] In the above embodiment, the thermal management system may further include a third circuit, a fourth circuit, and a fifth circuit, which are described in detail with reference to the following embodiment. In the following embodiment, the second circuit is described as an example in which the second valve body is a first one-way valve.

[0127] Example 1

[0128] Figure 1A exemplarily shows a structural schematic diagram of a thermal management system provided in Example 1 of the present application. As shown in Figure 1A, the thermal management system may include: a valve body assembly, a compressor 1, a water-cooled condenser 2, an air-conditioning box assembly 3, a water-cooled evaporator 4, a throttling device, a battery, a cooler, an electric drive, a first water pump 11, a second water pump 12, a third water pump 10, a fourth water pump 13, a first circuit, a second circuit, a third circuit, a fourth circuit and a fifth circuit; the water-cooled condenser 2 may include a third heat exchange tube group and a fourth heat exchange tube group, the water-cooled evaporator 4 may include a first heat exchange tube group and a second heat exchange tube group, and the air-conditioning box assembly 3 may include a warm air core and a cold air core. Among them, the first circuit is provided with a first water pump 11, a first heat exchange tube group and a cold air core, and the first port of the first circuit is connected to the first end a26 of the valve body assembly, and the second port of the first circuit is connected to the second end a27 of the valve body assembly; specifically, the inlet a33 of the first heat exchange tube group is connected to the first end a26 of the valve body assembly, the first heat exchange tube group can exchange heat with the second heat exchange tube group, the outlet a34 of the first heat exchange tube group is connected to the inlet of the first water pump 11, the outlet of the first water pump 11 is connected to the inlet of the cold air core, and the outlet of the cold air core is connected to the second end a27 of the valve body assembly. The second circuit is provided with a second water pump 12, and the second circuit passes through the battery and can exchange heat with the battery. The first port of the second circuit is communicated with the third end a23 of the valve body assembly, and the second port of the second circuit is communicated with the fourth end a22 of the valve body assembly. The second circuit is also provided with a first three-way valve 27 and a first one-way valve 7; the third heat exchange tube group, the throttling device, the second heat exchange tube group and the compressor 1 are arranged in the third circuit, the inlet a11 of the third heat exchange tube group is communicated with the outlet of the compressor 1, and the outlet a12 of the third heat exchange tube group is communicated with the outlet of the second heat exchange tube group The inlet a31 of the fourth heat exchange tube group is connected, and the outlet a32 of the second heat exchange tube group is connected to the inlet of the compressor 1; the fourth circuit is provided with a heater core, a fourth heat exchange tube group and a third water pump 10, and the first port of the fourth circuit is connected to the fifth end a21 of the valve body assembly, and the second port of the fourth circuit is connected to the sixth end a28 of the valve body assembly; specifically, the outlet a13 of the fourth heat exchange tube group is connected to the inlet of the heater core, the outlet of the heater core is connected to the sixth end a28 of the valve body assembly, the inlet of the third water pump 10 is connected to the fifth end a21 of the valve body assembly, and the outlet of the third water pump 10 is connected to the The inlet a14 of the four heat exchange tube groups is connected; the fifth circuit is provided with a cooler, an electric driver, a kettle and a fourth water pump 13, the first port of the fifth circuit is connected to the seventh end a25 of the valve body assembly, and the second port of the fifth circuit is connected to the eighth end a24 of the valve body assembly. Specifically, the inlet of the cooler is connected to the seventh end a25 of the valve body assembly, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the kettle, the outlet of the kettle is connected to the eighth end a24 of the valve body assembly, and the ninth end a29 of the valve body assembly is connected to the pipeline between the cooler and the electric driver.During the specific implementation process, different ports in the valve body assembly can be controlled to connect with each other to achieve different purposes. When cooling the heater core, the battery can be cooled or temperature-equalized by controlling the first three-way valve 27 and the first one-way valve 7, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0129] It should be noted that the kettle is a container with an opening at the top, with the input end located above the kettle and the output end located below. When a gas-liquid mixture enters the kettle through the input end, the liquid in the gas-liquid mixture flows to the bottom end of the kettle due to gravity and then flows out of the output end, while the gas in the gas-liquid mixture is retained in the kettle. Therefore, the kettle is actually equivalent to a component that purifies the liquid (to remove gas from the liquid). In this case, the kettle is placed in the fifth circuit and can therefore purify the coolant in the fifth circuit. The purer the coolant, the better the temperature control effect of the coolant loop.

[0130] In addition, the connection relationship of the various components in Figure 1A is only an illustrative illustration. The positions of the various components on the same circuit can also be interchanged, and are not limited to the connection relationship shown in Figure 1A. For example, the third water pump 10 in Figure 1A can also be set between the fourth heat exchange tube group and the heater core, and the fourth water pump 13 can also be set between the kettle and the electric drive. This position exchange has no essential impact on the implementation of the solution. The following introduces the specific implementation process of the solution based on the thermal management system shown in Figure 1A.

[0131] In the embodiment of the present application, the cooler is arranged in the front-end cooling module, and the front-end cooling module is also provided with a first fan 5. The first fan 5 can realize heat exchange between the ambient temperature and the cooler based on the ambient air. Therefore, the heat exchange of the cooler can specifically include heating or cooling. For example, the temperature of the coolant is lower than the ambient temperature in winter, so the front-end cooling module can heat the coolant based on the ambient temperature. The temperature of the coolant is higher than the ambient temperature in summer, so the front-end cooling module can also cool the coolant based on the ambient temperature. For ease of understanding, the following description will be based on the example of the front-end cooling module only cooling. It should be noted that this does not limit the front-end cooling module to not being able to heat up. In the embodiment of the present application, the air-conditioning box assembly 3 includes a cold air core and a warm air core, and the air-conditioning box assembly 3 is generally arranged in the passenger compartment of a car. A second fan 6 can also be provided in the air-conditioning box assembly 3. The second fan 6 can directly blow the ambient air (neither cooling nor heating) to the passenger compartment, or cool the air environment through the cold air core before blowing out the ambient air, or heat the air through the warm air core before blowing out the ambient air.

[0132] In an optional embodiment, continuing with reference to FIG. 1A , the thermal management system may further include a heater, with the heater's input connected to the outlet a13 of the fourth heat exchange tube group, and its output connected to the inlet of the heater core. The heater is used to heat the coolant flowing through the heater. When the passenger compartment needs to be heated, if the temperature of the warm air blown from the heater core to the passenger compartment does not reach the user-set temperature, the heater can be used to heat the coolant output from the fourth heat exchange tube group. This will result in a higher temperature for the coolant flowing to the heater core, thereby helping to increase the temperature of the warm air blown out to the passenger compartment and improving the heating effect of the passenger compartment. If the temperature of the warm air blown from the heater core to the passenger compartment is appropriate, the heater can be turned off.

[0133] In an optional embodiment, continuing with reference to FIG1A , the thermal management system may further include a throttling device, which may include a first throttling valve 14. The first throttling valve 14 may be disposed on the third circuit. Specifically, the inlet of the first throttling valve 14 is connected to the outlet a12 of the third heat exchange tube group, and the outlet of the first throttling valve 14 is connected to the inlet a31 of the second heat exchange tube group. The first throttling valve 14 is used to reduce the pressure and expand the gas before evaporation and heat absorption and to control the flow rate of the circulating refrigerant. When the first throttling valve 14 is fully closed, the first throttling valve 14 does not circulate refrigerant. In this case, the refrigerant circuit is cut off, and the third circuit cannot perform heating or cooling through the vapor compression cycle.

[0134] In an optional embodiment, as shown in Figure 1B1, the thermal management system may further include a heat recovery accumulator 8a. The heat recovery accumulator 8a contains a fifth heat exchange tube group and a sixth heat exchange tube group. The inlet a44 of the fifth heat exchange tube group is connected to the outlet a12 of the third heat exchange tube group, and the outlet a43 of the fifth heat exchange tube group is connected to the inlet a31 of the second heat exchange tube group. The inlet a42 of the sixth heat exchange tube group is connected to the outlet a32 of the second heat exchange tube group, and the outlet a41 of the sixth heat exchange tube group is connected to the compressor input. The provision of the heat recovery accumulator can further reduce the refrigerant temperature at the condenser outlet, lower the refrigerant dryness after throttling, and improve the cooling capacity on the evaporator side.

[0135] In the above embodiment, referring to Figure 1B2, the regenerative liquid collector 8a may include a regenerator 80 and a first gas-liquid separator 81, the regenerator 80 includes a fifth heat exchange tube group and a sixth heat exchange tube group, the inlet of the first gas-liquid separator 81 is connected to the outlet a41 of the sixth heat exchange tube group, and the outlet of the first gas-liquid separator 81 is connected to the inlet of the compressor 1.

[0136] 1B3 , the regenerative liquid collector 8a includes a regenerator 8 and a liquid storage tank 82 . The regenerator 82 includes a fifth heat exchange tube group and a sixth heat exchange tube group. The inlet a44 of the fifth heat exchange tube group is connected to the outlet of the liquid storage tank 82 , and the inlet of the liquid storage tank 82 is connected to the outlet a12 of the third heat exchange tube group.

[0137] As shown in Figure 1B4, the thermal management system also includes a second gas-liquid separator 8b. The input end of the second gas-liquid separator 8b is connected to the outlet a32 of the third heat exchange tube group, and the output end of the second gas-liquid separator 8b is connected to the input end of the compressor 1. In this embodiment, the second gas-liquid separator 8b not only stores liquid but also retains the liquid in the gas-liquid mixture, allowing only gas to flow into the compressor 1. This ensures the required superheat at the inlet of the compressor 1 and improves compression efficiency.

[0138] In an optional embodiment, as shown in Figure 1B5, the throttling device of the thermal management system can use an ejector 8c and a third gas-liquid separator 8d, the jet end of the ejector 8c is connected to the outlet a12 of the third heat exchange tube group, the drainage end of the ejector 8c is connected to the outlet a32 of the second heat exchange tube group, the output end of the ejector 8c is connected to the inlet of the third gas-liquid separator 8d, the gas phase output end of the third gas-liquid separator 8d is connected to the inlet of the compressor 1, and the liquid phase output end of the third gas-liquid separator 8d is connected to the inlet a31 of the second heat exchange tube group. During the operation of the third loop, the high-temperature, high-pressure coolant, after heat exchange through the third heat exchange tube group, enters the ejector through the ejector end of ejector 8c. At this time, the gas refrigerant passing through the outlet a32 of the second heat exchange tube group is carried to the drainage end of ejector 8c by the main jet with lower pressure before the ejector. The coolant and gas refrigerant at the jet end and drainage end are mixed in ejector 8c and then ejected through the output end of ejector 8c into the third gas-liquid separator 8d. From the third gas-liquid separator 8d, they are separated into gas refrigerant and liquid refrigerant, of which the gas refrigerant enters the inlet of compressor 1 and the liquid refrigerant enters the inlet a31 of the third heat exchange tube group of the water-cooled evaporator. Using ejector 8c instead of a traditional electronic expansion valve can effectively recover the energy lost in the throttling process, increase the suction pressure, and improve system efficiency.

[0139] With reference to Figures 1B5 and 1B6 , the throttling device may further include a first electronic expansion valve 9a. The inlet of the first electronic expansion valve 9a is connected to the gas phase output of the third gas-liquid separator 8d, and the outlet of the first electronic expansion valve 9a is connected to the inlet a31 of the second heat exchange tube group. Adding the first electronic expansion valve 9a to the discharge end of the ejector 8c regulates the flow rate of the ejector fluid entering the ejector 8c, thereby compensating for the insufficient flow regulation capability of the ejector 8c and enabling more effective regulation of the thermal management system state parameters.

[0140] In conjunction with Figures 1B7 and 1B8, the throttling device may further include a second electronic expansion valve 9b. When the second electronic expansion valve 9b is provided, the first electronic expansion valve 9a may be provided, as shown in Figure 1B8, or the first electronic expansion valve 9a may be omitted, as shown in Figure 1B7. The inlet of the second electronic expansion valve 9b may be connected to the outlet a12 of the third heat exchange tube group, and the outlet of the second electronic expansion valve 9b may be connected to the jet end of the ejector 8c. The provision of the second electronic expansion valve 9b can regulate the flow rate entering the jet end of the ejector 8c, thereby compensating for the insufficient flow regulation capability of the ejector 8c and enabling more effective regulation of the state parameters of the thermal management system.

[0141] Referring to Figure 1B9, the throttling device also includes a third electronic expansion valve 9c, a second valve A, a third valve B, a fourth valve C and a fifth valve D; the inlet of the second valve A is connected to the outlet a12 of the third heat exchange tube group, the outlet of the second valve A is connected to the jet end of the ejector 8c, one end of the third valve B is connected to the outlet a32 of the second heat exchange tube group, the other end of the third valve B is connected to the drainage end of the ejector 8c, one end of the fourth valve C is connected to the outlet a32 of the second heat exchange tube group, the other end of the fourth valve C is connected to the pipeline between the output end of the ejector 8c and the inlet of the third gas-liquid separator 8b, one end of the fifth valve D is connected to the liquid phase output end of the third gas-liquid separator 8d, the other end of the fifth valve D is connected to the inlet a31 of the second heat exchange tube group, one end of the third electronic expansion valve 9c is connected to the pipeline between the inlet of the second valve A and the outlet a12 of the third heat exchange tube group, and the other end of the third electronic expansion valve 9c is connected to the pipeline between the outlet of the fifth valve D and the inlet a31 of the second heat exchange tube group. In this mode, the outlet a12 of the third heat exchange tube group is divided into two routes. One route uses the ejector 8c. When operating in this mode, the third electronic expansion valve 9c needs to be closed, the fourth valve C is closed, and the second valve A, third valve B, and fifth valve D are opened. Coolant flowing through the outlet a12 of the third heat exchange tube group passes through the second valve A from the jet end to the ejector 8c. The jet flow passes through the third valve B to the drainage end of the ejector 8c. Coolant at the drainage and jet ends enters the third gas-liquid separator 8d from the output end of the ejector 8c. The other route uses the third electronic expansion valve 9c. When operating in this mode, the second valve A, third valve B, and fifth valve D are closed, the fourth valve C is opened, and the third electronic expansion valve 9c is opened and regulated. Coolant flowing out of the outlet a12 of the third heat exchange tube group enters the third electronic expansion valve 9c for throttling before entering the second heat exchange tube group for evaporation. The evaporated coolant passes through the fourth valve C and enters the third gas-liquid separator 8d. This mode takes into account the efficient operation of the ejector. When the system status is not suitable for ejector operation, it can also switch to the conventional electronic expansion valve working mode.

[0142] In an alternative embodiment, as shown in Figure 1C, the refrigerant circuit of the thermal management system may include an outdoor heat exchanger. The outdoor heat exchanger includes a seventh heat exchange tube group, whose input end a41 is connected to the outlet a12 of the third heat exchange tube group, and whose output end a42 is connected to the inlet a31 of the second heat exchange tube group. The outdoor heat exchanger allows the refrigerant to exchange heat directly with the external environment. This can compensate for insufficient secondary heat exchange efficiency on the water side under extreme high and low temperature conditions, thereby improving system performance.

[0143] In an alternative embodiment, as shown in FIG1D , the thermal management system further includes a thirteenth valve body 16 and a fourteenth valve body 15. The first end of the thirteenth valve body 16 is connected to the outlet a13 of the fourth heat exchange tube group, the second end of the thirteenth valve body 16 is connected to the outlet a34 of the first heat exchange tube group, and the third end of the thirteenth valve body 16 is connected to the inlet of the heater core. The outlet of the fourteenth valve body 15 is connected to the pipeline between the heater core and the valve body assembly, and the inlet of the fourteenth valve body 15 is connected to the pipeline between the cool air core and the valve body assembly. That is, the outlet a13 of the fourth heat exchange tube group can be connected to the outlet a34 of the first heat exchange tube group via the thirteenth valve body 16. The control unit directly contacts the hot and cold water in the fourth heat exchange tube group with the first heat exchange tube group, thereby increasing the overall coolant temperature. Finally, the mixed coolant returns to the fourth circuit where the fourth heat exchange tube group is located through the fourteenth valve body 15. This mode can utilize the power generated by the compressor itself to generate heat, raising the temperature of the fourth circuit at extremely low temperatures to meet the heat pump startup requirements.

[0144] Among them, the thirteenth valve body is a three-way valve, and the fourteenth valve body is a one-way valve.

[0145] In an optional embodiment, as shown in Figure 1E, the thermal management system also includes a third valve body 17, a fourth valve body 18 and a fifth valve body 19, the first end of the third valve body 17 is connected to the outlet a34 of the first heat exchange tube group, the second end of the third valve body 17 is connected to the inlet of the cold air core, and the third end of the third valve body 17 is connected to the second end a27 of the valve body assembly; the first end of the fourth valve body 18 is connected to the outlet of the warm air core, the second end of the fourth valve body 18 is connected to the inlet of the cold air core, and the third end of the fourth valve body 18 is connected to the sixth end a28 of the valve body assembly; the first end of the fifth valve body 19 is connected to the outlet of the cold air core, the second end of the fifth valve body 19 is connected to the second end a27 of the valve body assembly, and the third end of the fifth valve body 19 is connected to the sixth end a28 of the valve body assembly. When the fifth end a21 of the valve body assembly is connected to the sixth end a28 of the valve body assembly, the air conditioning box assembly is in the heating state. In order to realize the series heat exchange between the cold air core and the warm air core, increase the heat exchange area on the passenger compartment side, and thus improve the heat exchange efficiency, the second end of the third valve body 17 is controlled to be in a closed state, the first and second ends of the fourth valve body 18 are controlled to be in a conductive state, the third end of the fourth valve body 18 is controlled to be in a closed state, the first and third ends of the fifth valve body 19 are controlled to be in a conductive state, and the second end of the fifth valve body 19 is controlled to be in a closed state, so that the hot coolant in the second heat exchange tube group first passes through the warm air core to heat the air entering the passenger compartment, then passes through the first and second ends of the fourth valve body 18 to enter the cold air core to continue heating the air in the passenger compartment, and then passes through the first and third ends of the fifth valve body 19 to return to the fourth circuit. At the same time, the low-temperature coolant in the first heat exchange tube group passes through the first and third ends of the third valve body 17 directly into the second end a27 of the valve body assembly and then goes to other circuits to absorb heat. In this arrangement, the heat exchange area of ​​the warm air core and the cold air core in the air conditioning box assembly can be maximized to improve the heat exchange effect.

[0146] In an optional embodiment, as shown in Figure 1F, the thermal management system also includes a sixth valve body 20, a seventh valve body 21 and an eighth valve body 22, the first end of the sixth valve body 20 is connected to the outlet a34 of the first heat exchange tube group, the second end of the sixth valve body 20 is connected to the inlet of the cold air core, and the third end of the sixth valve body 20 is connected to the second end a27 of the valve body assembly; the first end of the seventh valve body 21 is connected to the outlet a13 of the fourth heat exchange tube group, the second end of the seventh valve body 21 is connected to the inlet of the warm air core, and the third end of the seventh valve body 21 is connected to the pipeline between the inlet of the cold air core and the second end of the sixth valve body 20; the first end of the eighth valve body 22 is connected to the outlet of the cold air core, the second end of the eighth valve body 22 is connected to the second end a27 of the valve body assembly, and the third end of the eighth valve body 22 is connected to the sixth end a28 of the valve body assembly. When the fifth end a21 of the valve body assembly is connected to the sixth end a28 of the valve body assembly, the air conditioning box assembly is in the heating state. In order to achieve parallel heat exchange between the cold air core and the warm air core, increase the heat exchange area on the passenger compartment side, and thus improve the heat exchange efficiency, the second end of the sixth valve body 20 is controlled to be closed, the three ends of the seventh valve body 21 are controlled to be connected, the first end and the third end of the eighth valve body 22 are controlled to be connected, and the second end of the eighth valve body 22 is controlled to be closed, so that the hot coolant output from the fourth heat exchange tube group is distributed through the seventh valve body 21. Part of the coolant passes through the warm air core to heat the air entering the passenger compartment, and the other part of the hot coolant passes through the seventh valve body 21 to enter the cold air core to continue heating the air in the passenger compartment, and then returns to the fourth circuit through the first end and the third end of the eighth valve body 22. At the same time, the low-temperature coolant in the first heat exchange tube group passes through the first end and the third end of the sixth valve body 20 directly into the second end a27 of the valve body assembly and then goes to other circuits to absorb heat. In this arrangement, the heat exchange area of ​​the warm air core and the cold air core in the air conditioning box assembly can be maximized to improve the heat exchange effect.

[0147] In an alternative embodiment, as shown in Figure 1G, the thermal management system further includes a ninth valve body 23 and an air intake heat exchanger at the air conditioning unit's external air inlet. The inlet of the air intake heat exchanger communicates with the first end of the ninth three-way valve 23, the outlet of the air intake heat exchanger communicates with the sixth end a28 of the valve body assembly, the second end of the ninth valve body 23 communicates with the outlet of the heater core, and the third end of the ninth three-way valve 23 communicates with the sixth end a28 of the valve body assembly. When the fifth end a21 of the valve body assembly is connected to the sixth end a28 of the valve body assembly, and the air conditioning unit is in heating mode, the hot coolant in the fourth heat exchange tube group first passes through the heater core to heat the air entering the passenger compartment. It then passes through the second and first ends of the ninth valve body 23 to enter the air intake heat exchanger to preheat the low-temperature air entering the external circulation before returning to the fourth circuit. This arrangement maximizes the use of the higher-temperature hot coolant heated by the heater core while maintaining the air temperature in the passenger compartment, improving heat exchange efficiency.

[0148] In an optional embodiment, as shown in Figure 1H, the thermal management system also includes a tenth valve body 24, an eleventh valve body 25 and a twelfth valve body 26, the first end of the tenth valve body 24 is connected to the outlet a34 of the first heat exchange tube group, the second end of the tenth valve body 24 is connected to the inlet of the cold air core, and the third end of the tenth valve body 24 is connected to the second end a27 of the valve body assembly; the first end of the eleventh valve body 25 is connected to the outlet a13 of the fourth heat exchange tube group, the second end of the eleventh valve body 25 is connected to the inlet of the warm air core, and the third end of the eleventh valve body 25 is connected to the inlet end of the cold air core; the first end of the twelfth valve body 26 is connected to the outlet of the cold air core, the second end of the twelfth valve body 26 is connected to the second end a27 of the valve body assembly, and the third end of the twelfth valve body 26 is connected to the sixth end a28 of the valve body assembly; wherein, an intermediate inlet a15 is also provided on the fourth heat exchange tube group, and the intermediate inlet a15 is connected to the outlet of the warm air core. When the fifth end a21 of the valve body assembly is connected to the sixth end a28 of the valve body assembly, and the air conditioning unit assembly is in heating mode, the hot coolant output by the fourth heat exchange tube group enters the heater core and the cool air core respectively through the eleventh valve body 25. The hot coolant entering the heater core heats the air entering the passenger compartment, while the coolant in the heater core directly enters the fourth heat exchange tube group through the middle inlet a15 of the fourth heat exchange tube group. The hot coolant entering the cool air core heats the incoming air, then enters the sixth end a28 of the valve body assembly through the twelfth valve body 26, and enters the inlet a14 of the fourth heat exchange tube group through the fifth end a21 of the valve body assembly. This arrangement allows for a tiered distribution of the coolant flowing back through the fourth heat exchange tube group. Starting at the inlet a14 of the fourth heat exchange tube group, the preheated, cooled low-temperature coolant is then mixed with the medium-temperature coolant entering the heater core at the intermediate inlet a15 of the fourth heat exchange tube group, and finally heated to high-temperature coolant, completing the heating process for the coolant within the fourth heat exchange tube group. Simultaneously, the low-temperature coolant from the first heat exchange tube group passes directly through the first and third ends of the tenth valve body 24 into the second end a27 of the valve body assembly, where it then goes to other circuits to absorb heat. This structure ensures that the temperature curve of the coolant matches the temperature curve of the refrigerant by adjusting the flow of the eleventh valve body 25, reducing energy loss in the system and improving efficiency.

[0149] As shown in Figure 1I, the air-conditioning box assembly also includes an additional core body, and the thermal management system also includes a fifteenth valve body 28a, a sixteenth valve body 28b and a seventeenth valve body 28c; the first end of the fifteenth valve body 28a is connected to the outlet a34 of the first heat exchange tube group, the second end of the fifteenth valve body 28a is connected to the inlet of the cold air core, the third end of the fifteenth valve body 28a is connected to the first end of the sixteenth valve body 28b, the second end of the sixteenth valve body 28b is connected to the outlet a13 of the fourth heat exchange tube group, the third end of the sixteenth valve body 28b is connected to the inlet of the warm air core, the inlet of the additional core is connected to the pipeline between the third end of the fifteenth valve body 28a and the first end of the sixteenth end, the outlet of the additional core is connected to the first end of the seventeenth valve body 28c, the second end of the seventeenth valve body 28c is connected to the pipeline between the second end of the fifteenth valve body 28a and the inlet of the cold air core, and the third end of the seventeenth valve body 28c is connected to the pipeline between the third end of the sixteenth valve body 28b and the inlet of the warm air core. In this arrangement, the warm air core and the cold air core can also cool or heat the passenger compartment respectively, and the additional core can participate in cooling or heating as an additional cold air core or warm air core depending on the different cold and hot loads.

[0150] Specifically, when cooling the passenger compartment, the additional core can be used as a cold air core, and the high-temperature coolant at the outlet a13 of the fourth heat exchange tube group flows to the inlet of the warm air core through the second end of the sixteenth valve body 28b and the third end of the sixteenth valve body 28b. At this time, the first end of the seventeenth valve body 28c is closed, and the high-temperature coolant can only enter the warm air core, and the coolant passing through the warm air core enters the valve body assembly to dissipate heat to the outside, and then returns to the inlet a14 of the fourth heat exchange tube group.

[0151] The coolant at the outlet a34 of the first heat exchange tube group passes through the first end of the fifteenth valve body 28a and the third end of the fifteenth valve body 28a into the additional warm air core for heat exchange, then flows into the cold air core through the first end of the seventeenth valve body 28c and the second end of the seventeenth valve body 28c, and finally enters the valve body assembly through the outlet of the cold air core. After the cycle is completed, it flows back to the inlet a33 of the first heat exchange tube group.

[0152] When heating the passenger compartment, the additional core functions as a heater core. Coolant at outlet a34 of the first heat exchange tube group passes through the first end of the fifteenth valve body 28a and enters the fifteenth valve body 28a. The second end of the seventieth valve body 28c is closed. After passing through the second end of the fifteenth valve body 28a and entering the cold air core, the coolant passes through the valve assembly to absorb heat in other coolant circuits before returning to inlet a33 of the first heat exchange tube group. High-temperature coolant at outlet a13 of the fourth heat exchange tube group passes through the second and first ends of the sixteenth valve body 28b and enters the additional core for heat exchange. It then passes through the third end of the seventeenth valve body 28c and enters the heater core for heat exchange. Finally, it enters the valve assembly from the heater core's outlet and returns to the fourth heat exchange tube group a14.

[0153] It should be noted that in the heating and dehumidification working conditions, both the cold air core and the warm air core are in working condition, and the additional core can be flexibly used as a cold air core or a warm air core according to the size of the cold and hot loads.

[0154] In an optional embodiment, continuing to refer to FIG1A , in order to obtain the actual temperature and pressure conditions at each key position in the thermal management system to determine whether the temperature control effect needs to be adjusted in the next step, temperature and pressure sensors can also be set at each key position in the thermal management system, such as: temperature and pressure sensor P10, temperature and pressure sensor P11, temperature and pressure sensor P12 and temperature and pressure sensor P13. Among them, the temperature and pressure sensor P10 is set at the outlet of the compressor to detect the temperature and pressure of the refrigerant output by the compressor; the temperature and pressure sensor P11 is set at the outlet of the second heat exchange tube group to detect the temperature and pressure output by the second heat exchange tube group. The temperature and pressure sensor P12 is set at the water inlet of the battery to detect the temperature and pressure of the battery. The temperature and pressure sensor P13 is set at the water inlet of the electric drive to detect the temperature and pressure of the electric drive. It should be understood that the key positions illustrated above are only exemplary, and the present application is not limited to only these key positions.

[0155] In the embodiment of the present application, the various components in the thermal management system can also be modularly designed in an integrated manner. Modular design refers to integrating components with similar functions or structures (or randomly selected components) to form modules. This not only helps to reduce the occupied space, but also enables the use of modules to complete free combination and improve the flexibility of the design. There are many ways to achieve modular design, such as:

[0156] In an alternative embodiment, the various valve components in the thermal management system can be integrated into a first integrated unit (referred to as a valve assembly). A valve component is a component that controls the flow of liquid. The valve components may include a twelfth valve body, a nine-way valve, a first water pump 11, a second water pump 12, a third water pump 10, a fourth water pump 13, and a kettle. The following describes several possible valve assembly integration methods.

[0157] Figure 2A exemplarily shows a structural diagram of an integration method provided in Example 1 of the present application. As shown in Figure 2A, this integration method integrates the nine-way valve, the first water pump 11, the third water pump 10 and the fourth water pump 13 into the first integrated unit.

[0158] FIG2B exemplarily illustrates a structural diagram of another integration method provided in Example 1 of the present application. As shown in FIG2B , this integration method integrates the first valve body, nine-way valve, first water pump 11, third water pump 10, second water pump 12, and fourth water pump 13 into a valve assembly. This valve assembly integrates more components than the method in FIG2A , resulting in a lighter structure.

[0159] Figure 3A exemplarily shows a structural schematic diagram of another integration method provided in Example 1 of the present application. As shown in Figure 3A, this integration method integrates the water-cooled condenser 2, the water-cooled evaporator 3, and the heater into the refrigerant component assembly, and the first throttle valve 14 set at a side port of the battery cooler can also be integrated into the refrigerant component assembly.

[0160] Figure 3B exemplarily shows a structural schematic diagram of another integration method provided in Example 1 of the present application. As shown in Figure 3B, this integration method integrates the water-cooled condenser 2, the water-cooled evaporator 3, the heater, the compressor 1, and the heat recovery liquid collector 8a into the refrigerant component assembly, and the first throttle valve 14 set at the side port of the battery cooler can also be integrated into the refrigerant component assembly.

[0161] FIG4 exemplifies a structural diagram of another integration method provided in Example 1 of the present application. As shown in FIG4 , this integration method integrates the various plate exchange components and valve components in the thermal management system into the same component assembly. The plate exchange components may include one or more of the following: a water-cooled condenser 2, a water-cooled evaporator 4, a heater, a compressor 1, and a heat recovery liquid collector. The valve components may include one or more of the following: a nine-way valve, a first water pump 11, a third water pump 10, a second water pump 12, a kettle, and a first valve body 27. This method integrates more components, resulting in a lighter structure.

[0162] In the aforementioned embodiments, by integrating the various components in the front compartment of the electric vehicle (excluding the front-end cooling module), not only does it help reduce the structural complexity of the thermal management system and reduce the space occupied, but this compact structural arrangement also shortens the wiring between the various components, thereby helping to solve the current problems of divergent component installation locations and excessively long pipes in the thermal management system of electric vehicles. When the coolant or refrigerant circulates in this short circulation link, the pressure loss of the coolant or refrigerant during the circulation process is reduced, thereby also helping to improve the efficiency of the refrigerant circuit. In addition, this integration method can be made into modular components, which is also easy to maintain and carry.

[0163] It should be noted that other components may be integrated in the first embodiment of the present application, and the integration may be based on the valve body assembly or other components, which are not listed here.

[0164] The following first introduces several loops that can be formed according to the thermal management system shown in FIG1A : In the following loops, the first valve body 27 is a first three-way valve, and the second valve body is a first one-way valve.

[0165] The refrigerant loop includes a third circuit and is pre-filled with a refrigerant, such as Freon. The refrigerant gas in this loop is compressed into high-temperature, high-pressure refrigerant gas at the compressor and then returns to the compressor via the third and second heat exchange tube groups. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange with the fourth heat exchange tube group in the third heat exchange tube group, resulting in a low-temperature refrigerant liquid (the corresponding fourth heat exchange tube group produces a high-temperature coolant). This low-temperature refrigerant liquid then flows into the second heat exchange tube group, where it undergoes heat exchange with the first heat exchange tube group, resulting in a high-temperature refrigerant gas (the corresponding first heat exchange tube group produces a low-temperature coolant).

[0166] The first coolant loop includes a fourth circuit, and the loop is pre-installed with coolant, such as a mixture of water and ethanol. The coolant in the loop is driven by the third water pump 10 and returns to the first water pump 10 after passing through the inlet a14 of the fourth heat exchange tube group, the outlet a13 of the fourth heat exchange tube group, the heater core, the sixth end a28 of the valve body assembly, and the fifth end a21 of the valve body assembly. When the refrigerant loop is turned on, the fourth heat exchange tube group can exchange heat to obtain high-temperature coolant, which circulates in the first coolant loop, thereby heating the heater core. When the refrigerant loop is turned off, the fourth heat exchange tube group cannot perform heat exchange operations, so normal-temperature coolant circulates in the first coolant loop.

[0167] The second coolant loop includes a first loop and a second loop, and coolant is pre-installed in the loop. The coolant in the loop is driven by the first water pump 11 and sequentially passes through the outlet a34 of the first heat exchange tube group, the third water pump 11, the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first valve body 27, the third end a23 of the valve body assembly, the first end a26 of the valve body assembly, and the inlet a33 of the first heat exchange tube group to form a loop. When the refrigerant loop is turned on, the first heat exchange tube group can exchange heat to obtain low-temperature coolant, which circulates in the second coolant loop, thereby cooling the cold air core or entering the valve body assembly to cool the battery. When the refrigerant loop is turned off, the first heat exchange tube group cannot perform heat exchange operations, so normal temperature coolant circulates in the second coolant loop.

[0168] The third coolant loop, which includes a first circuit and a second circuit, is pre-filled with coolant. The coolant in this loop is driven by the first water pump 11 and the second water pump 12. Starting from the second water pump 12, it flows sequentially through the batteries, the third end a23 of the valve assembly, the first end a26 of the valve assembly, the first heat exchange tube group, the first water pump 11, the cold air core, the second end a27 of the valve assembly, the fourth end a22 of the valve assembly, the first valve body 27, and finally returns to the second water pump 12. The third coolant loop is an active battery cooling loop. Low-temperature coolant flows through the first valve body 27 and is partially distributed to ensure that the battery module water circuit reaches the desired cooling temperature. Alternatively, the first heat exchange tube group can absorb heat from the batteries through the third coolant loop, recovering waste heat and meeting winter heating needs. When the refrigerant loop is shut down, the first heat exchange tube group cannot perform heat exchange operations. Therefore, ambient-temperature coolant circulates in the third coolant loop.

[0169] The fourth coolant loop, which includes the first, second, and fifth loops, is pre-filled with coolant. The coolant in this loop is driven by the first water pump 11, the second water pump 12, and the fourth water pump 13. Starting from the second water pump 12, the coolant passes through the battery, the third end a23 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric driver, the fourth water pump 13, the eighth end a24 of the valve body assembly, the first end a26 of the valve body assembly, the first heat exchange tube group, the first water pump 11, the cooling air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first valve body 27, and finally returns to the second water pump 12. The third coolant loop provides active and passive cooling for the batteries. Low-temperature coolant flows through the first valve body 27, where a portion of the flow is distributed to ensure that the battery module water path reaches the desired cooling temperature. The fourth coolant loop is very similar to the third coolant loop, except that the coolant in the third coolant loop flows directly through the valve body assembly to the first heat exchange tube group for cooling, while the coolant in the fourth coolant loop flows through the valve body assembly and then continues to cool through the front-end cooling module. Therefore, regardless of whether the first refrigerant loop is open, the fourth coolant loop can cool the battery and electric drive simultaneously. However, when the first refrigerant loop is open, the coolant in the fourth coolant loop can actively cool down through the first heat exchange tube group and then through the front-end cooling module for a second cooling, resulting in a more effective cooling effect. From another perspective, the first heat exchange tube group can also absorb heat from the battery and the environment through the fourth coolant loop, realizing waste heat recovery from the battery and meeting winter heating needs. When the first refrigerant loop is closed, the coolant in the fourth coolant loop is cooled only by the front-end cooling module, effectively cooling the battery and electric drive naturally based on the ambient temperature.

[0170] The fifth coolant loop, comprising the second and fourth loops, is pre-filled with coolant. The coolant in this loop is driven by the third water pump 10 and the second water pump 12. Starting from the second water pump 12, it flows sequentially through the battery, the third end a23 of the valve assembly, the fifth end a21 of the valve assembly, the third water pump 10, the fourth heat exchange tube assembly, the heater core, the sixth end a28 of the valve assembly, the fourth end a22 of the valve assembly, the first valve body 27, and finally returns to the second water pump 12. The fifth coolant loop is an active battery heating loop. High-temperature coolant flows through the first valve body 27 and is partially distributed to ensure that the battery module water circuit reaches the desired heating temperature. If simultaneous heating of the battery and passenger compartment is required, the second fan can first heat the air using the heater core before blowing the heated air into the passenger compartment. If this process does not dissipate much heat, the remaining coolant will flow through the third and second water pumps 10, 12, to the battery, thereby simultaneously heating the passenger compartment and the battery. When the refrigerant loop is shut down, the fourth heat exchange tube group cannot perform heat exchange operation, so the normal temperature coolant circulates in the fifth coolant loop.

[0171] The sixth coolant loop includes the fifth loop, and coolant is pre-installed in the loop. The coolant in the loop is driven by the fourth water pump 13, and starts from the fourth water pump 13 and passes through the eighth end a24 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive and then returns to the fourth water pump 13. This loop is an electric drive cooling loop, and the coolant flows to the electric drive after being cooled by the front-end cooling module, thereby naturally cooling the electric drive. If the temperature of the electric drive is too low, part of the coolant output by the fourth water pump 13 can also be directly transmitted to the electric drive through the ninth end a29 of the valve body assembly, and the other part can be transmitted to the electric drive through the seventh end a25 of the valve body assembly and the cooler. In this way, the temperature of the coolant obtained by merging the coolants in the two branches increases, which helps to alleviate the cooling effect on the electric drive.

[0172] The seventh coolant loop includes the first loop and the fifth loop, and coolant is pre-installed in the loop. The coolant in the loop is driven by the first water pump 11 and the fourth water pump 13. Starting from the fourth water pump 13, it passes through the eighth end a24 of the valve body assembly, the first end a26 of the valve body assembly, the first heat exchange tube group, the first water pump 11, the cold air core, the second end a27 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive and then returns to the fourth water pump 13. This loop is an electric drive cooling loop. The coolant is cooled by the first heat exchange tube group and the front cooler and then flows to the electric drive, thereby actively cooling the electric drive. From another perspective, the first heat exchange tube group can also absorb heat from the electric drive and the environment through the seventh coolant loop, realizing the waste heat recovery function of the electric drive and meeting the heating needs in winter. If the temperature of the seventh coolant loop is higher than the ambient temperature during heating, the coolant output by the fourth water pump 13 can also be directly transmitted to the electric drive through the ninth end a29 of the valve body assembly to avoid heat dissipation into the external environment and causing waste.

[0173] The eighth coolant loop includes the fourth loop and the fifth loop, and coolant is pre-installed in the loop. The coolant in the loop is driven by the third water pump 10 and the fourth water pump 13, starting from the third water pump 10 and passing through the fourth heat exchange tube group, the heater core, the sixth end a28 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive, the fourth water pump 13, the eighth end a24 of the valve body assembly, the fifth end a21 of the valve body assembly, and finally returns to the third water pump 10. This coolant loop is an active heating loop for the electric drive. From another perspective, the second heat exchange tube group can also release heat from the electric drive and the environment through the eighth coolant loop to meet summer cooling needs.

[0174] The ninth coolant loop includes the second circuit and is pre-filled with coolant. The coolant in this loop is driven by the second water pump 12, starting from the second water pump 12 and passing through the battery, the second one-way valve 7 (second valve body), and finally returning to the second water pump 12. This coolant loop is the battery temperature equalization circuit. A separate temperature-equalizing coolant loop achieves battery temperature equalization without affecting the switching of other modes.

[0175] The tenth coolant loop includes the second and fifth loops, and is pre-filled with coolant. The coolant in this loop is driven by the second water pump 12 and the fourth water pump 13. Starting from the fourth water pump 13, it passes through the eighth end a24 of the valve body assembly, the fourth end a22 of the valve body assembly, the twelfth three-way valve 27, the second water pump 12, the battery, the third end a23 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive, and finally returns to the fourth water pump 13. This loop is the electric drive battery cooling loop. The coolant is cooled by the front-end cooling module and then flows to the electric drive, thereby naturally cooling the electric drive and battery. If the temperature of the electric drive or battery is too low, part of the coolant output by the fourth water pump 13 can also flow directly to the electric drive through the ninth end a29 of the valve body assembly, and the other part can be transmitted to the electric drive through the seventh end a25 of the valve body assembly and the cooler. In this way, the temperature of the coolant obtained by merging the coolants in the two branches increases, which helps to alleviate the cooling effect on the electric drive and battery.

[0176] It should be understood that the above is only an exemplary introduction to several possible loops, and the thermal management system can also form more loops, which will not be introduced one by one here.

[0177] Based on the above-mentioned loops, the following examples illustrate some modes that can be achieved by the thermal management system in the first embodiment of the present application. In the embodiment of the present application, a controller can also be provided in the electric vehicle, and the control end of each valve component in the thermal management system, the control end of each water pump, and the output end of each temperature and pressure sensor can also be connected to the controller. The controller can not only achieve different temperature modes by controlling each valve component and each water pump, but also obtain the temperature and pressure at each key position from the output end of each temperature and pressure sensor during the control process, and judge whether the current temperature and pressure meet the requirements of the current temperature mode based on the temperature and pressure at each key position. If not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible.

[0178] M10, a mode in which the passenger compartment and battery are cooled simultaneously.

[0179] Figure 5A is a schematic diagram of the structure of a thermal management system for simultaneously cooling the passenger compartment and the battery in a first embodiment of the present application. As shown in Figure 5A , in mode M10, the controller connects the second end a27 of the valve assembly to the fourth end a22 of the valve assembly, and the third end a23 of the valve assembly to the first end a26 of the valve assembly, opens the first throttle valve 14, and starts the first water pump 11 and the second water pump 12. In this case, the refrigerant loop and the third coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the third heat exchange tube group and is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant is then transferred to the second heat exchange tube group for evaporation and heat absorption. The second heat exchange tube group heat-exchanges with the first heat exchange tube group, cooling the coolant in the first heat exchange tube group to produce low-temperature coolant. This low-temperature coolant passes sequentially through the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve (first valve body) 27, the second water pump 12, the battery, the third end a23 of the valve body assembly, and the first end a26 of the valve body assembly before returning to the first heat exchange tube group, cooling the passenger compartment and then the battery. The air conditioning box assembly 3 can open the opening corresponding to the cold air core to set the passenger compartment air conditioning to full cooling mode, deactivating the heater. Therefore, the coolant flowing over the warm air core bypasses the air conditioning box assembly and does not significantly affect the cabin temperature.

[0180] In an optional embodiment, the controller can also obtain data from the passenger compartment air conditioning unit air outlet and the battery water inlet collected by temperature and pressure sensor P12 in real time or periodically to determine the passenger compartment temperature and battery temperature. If either the passenger compartment temperature or the battery temperature does not meet the requirements of M10 mode, the controller can adjust the opening of the first throttle valve 14 to change the amount of refrigerant in the refrigerant circuit to regulate the passenger compartment temperature and battery temperature. For example, assuming that the passenger compartment temperature in M10 mode is specified to not exceed 28 degrees Celsius and the battery temperature is not to exceed 30 degrees Celsius, if the detected passenger compartment temperature exceeds 28 degrees Celsius, the controller can increase the opening of the first throttle valve 14 to allow more refrigerant liquid to flow through the cold air core (this is achieved by automatically changing the amount of stored refrigerant liquid in the liquid storage tank or gas-liquid separation device), thereby improving the cooling effect of the cold air core and the cooling effect on the passenger compartment. To prevent the cold coolant from directly impacting the battery, the first three-way valve 27 diverts a portion of the coolant to the battery circuit to meet the battery cooling requirements.

[0181] In the embodiment of the present application, the M10 mode is applicable to scenarios such as a user driving an electric vehicle in the summer. In this scenario, the temperatures of the passenger compartment and the battery may be very high. Battery overheating may cause accidents such as battery explosion, affecting the physical and mental safety of the user. An overheated passenger compartment can reduce the user experience. For example, if a user is in an overheated environment for a long time, they may suffer from heatstroke. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M10 mode in the above manner, the passenger compartment and the battery can be cooled simultaneously, thereby maximizing the user experience while ensuring safety.

[0182] M11, the passenger compartment is cooled separately.

[0183] Figure 5B illustrates an exemplary thermal management system connectivity diagram for passenger compartment cooling alone. As shown in Figure 5B , in M11 mode, the second end a27 of the valve assembly is connected to the fourth end a22 of the valve assembly, and the third end a23 of the valve assembly is connected to the first end a26 of the valve assembly. The first throttle valve 14 is open, and the first water pump 11 is activated. When the first three-way valve 27 only connects the third and fourth ends a23 and a22 of the valve assembly, no low-temperature coolant flows through the battery, and the battery is not cooled. In this case, the refrigerant loop is open, and the second coolant loop is open. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the first heat exchange tube group and is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This is then transferred to the second heat exchange tube group for evaporation and heat absorption. The second heat exchange tube group heat-exchanges with the first heat exchange tube group, cooling the coolant in the first heat exchange tube group to produce low-temperature coolant. This low-temperature coolant flows sequentially through the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, the third end a23 of the valve body assembly, and the first end a26 of the valve body assembly before returning to the first heat exchange tube group to cool the passenger compartment. The passenger compartment air conditioning can be set to full cooling mode, with the heater disabled. Therefore, coolant flowing over the warm air core bypasses the air conditioning unit assembly and does not significantly affect the cabin temperature.

[0184] In an optional embodiment, the controller may also obtain the temperature of the passenger compartment air conditioning unit outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is higher than the temperature specified by the M11 mode, the controller may increase the opening of the first throttle valve and increase the speed of the compressor. This will compress the compressor to produce refrigerant gas at a higher pressure and temperature. This refrigerant gas will pass through the water-cooled condenser to produce more refrigerant liquid. After passing through the first throttle valve with a larger opening, more refrigerant liquid will enter the second heat exchange tube group, thereby helping to further reduce the coolant temperature in the first heat exchange tube group and improve the cooling effect on the passenger compartment. When the passenger compartment temperature is lower than the temperature specified by the M11 mode, the controller may decrease the opening of the first throttle valve 14 and reduce the speed of the compressor to reduce the cooling effect on the passenger compartment and avoid discomfort to the user.

[0185] In the embodiments of the present application, the M11 mode is suitable for scenarios such as when a user needs to cool down the passenger compartment before entering an electric vehicle in the summer. In this scenario, the passenger compartment is very hot, but the battery is not hot because it has not been activated. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M11 mode in the above manner, the passenger compartment can be cooled separately. This approach not only meets user needs but also helps save power and improve the electric vehicle's range.

[0186] M12, battery cooling mode.

[0187] FIG5C is also a schematic diagram illustrating the connectivity of the thermal management system in a battery-only cooling mode. As shown in FIG5C , in M12 mode, the controller connects the second end a27 of the valve body assembly to the fourth end a22 of the valve body assembly, and the third end a23 of the valve body assembly to the first end a26 of the valve body assembly, opens the first throttle valve 14, and starts the first water pump 11 and the second water pump 12. In this case, the refrigerant loop and the third coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the third and fourth heat exchange tube groups. It is throttled by the first throttle valve to produce low-temperature, low-pressure refrigerant liquid, which is then transferred to the second heat exchange tube group for evaporation and heat absorption. The second heat exchange tube group then exchanges heat with the first heat exchange tube group, cooling the coolant in the first heat exchange tube group to produce low-temperature coolant. This low-temperature coolant passes sequentially through the cooling air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, the second water pump 12, the battery, the third end a23 of the valve body assembly, and the first end a26 of the valve body assembly before returning to the first heat exchange tube group to cool the battery. The air conditioning box assembly 3 can close the cooling air core and the corresponding openings within the cooling air core, and the passenger compartment air conditioning can be set to off mode. The coolant flowing through the cooling air core flows through the air conditioning box and does not significantly affect the temperature of the driver's cabin.

[0188] In an optional embodiment, the controller can also obtain the temperature of the battery water inlet in real time or periodically to determine the battery temperature. When the battery temperature is higher than the temperature specified by the M12 mode, the controller can increase the opening of the first throttle valve and increase the speed of the compressor. In this way, the compressor will compress and obtain a refrigerant gas with a higher pressure and higher temperature. The refrigerant gas will obtain more refrigerant liquid after passing through the water-cooled condenser. After passing through the first throttle valve with a larger opening, more refrigerant liquid will enter the second heat exchange tube group, thereby helping to increase the cooling effect of the second heat exchange tube group on the cooling water in the first heat exchange tube group, thereby increasing the cooling effect on the coolant and improving the cooling effect of the battery. When the battery temperature is lower than the temperature specified by the M12 mode, the controller can reduce the opening of the first throttle valve and reduce the speed of the compressor to reduce the cooling effect on the battery.

[0189] In the embodiments of this application, M12 mode is suitable for scenarios such as driving an electric vehicle in spring or autumn. In this scenario, the passenger compartment temperature is relatively comfortable, but the battery temperature may be high due to its constant power supply. Therefore, by adjusting the thermal management system to the connectivity required for M12 mode as described above, the battery can be cooled independently, helping to prevent overheating and ensure user safety.

[0190] M13, mode with battery cooling and passenger compartment heating.

[0191] Figures 5D1 and 5D2 exemplarily show a schematic diagram of the connectivity relationship of a thermal management system in a mode in which the battery is cooled and the passenger compartment is heated. As shown in Figures 5D1 and 5D2, in the M13 mode, the controller can connect the second end a27 of the valve body assembly with the fourth end a22 of the valve body assembly, the third end a23 of the valve body assembly with the first end a26 of the valve body assembly, the sixth end a28 of the valve body assembly with the fifth end a21 of the valve body assembly, open the first throttle valve 14, and start the first water pump 11, the third water pump 10 and the second water pump 12. Alternatively, as shown in Figure 5D2, the second end a27 of the valve body assembly can be connected to the fourth end a22 of the valve body assembly, the third end a23 of the valve body assembly can be connected to the first end a26 of the valve body assembly, the sixth end a28 of the valve body assembly can be connected to the seventh end a25 of the valve body assembly, and the eighth end a24 of the valve body assembly can be connected to the sixth end a21 of the valve body assembly. The first throttle valve 14 can be opened, and the first water pump 11, the third water pump 10, the second water pump 12, and the fourth water pump 13 can be started. In this case, the refrigerant loop, the first coolant loop, and the third coolant loop are connected, or the refrigerant loop, the first coolant loop, and the eighth coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange in the third heat exchange tube group and is throttled by the first throttle valve to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant liquid enters the second heat exchange tube group, evaporates, and then returns to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third heat exchange tube group and the second heat exchange tube group, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. At this time, the high-temperature coolant in the first coolant loop passes from the fourth heat exchange tube group through the heater core. With the passenger compartment air conditioning unit in full heat mode, the air conditioning system first heats the air through the heater core before blowing out warm air. The low-temperature coolant in the third coolant loop passes through the cooler core, the second end a27 of the valve assembly, the fourth end a22 of the valve assembly, the first three-way valve 27, the second water pump 12, the battery, the third end a23 of the valve assembly, and the first end a26 of the valve assembly before returning to the fourth heat exchange tube group to cool the battery.

[0192] In an optional embodiment, the controller can also obtain the temperature of the passenger compartment air outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is lower than the temperature specified by the M13 mode, the controller can increase the compressor speed and increase the refrigerant temperature and pressure in the third heat exchange tube group to increase the heating effect of the coolant in the fourth heat exchange tube group, thereby promoting the passenger compartment temperature to rise. When the passenger compartment temperature is higher than the temperature specified by the M13 mode, the controller controls the first cooling circuit to switch to the eighth cooling circuit, passing the high-temperature coolant to the front-end cooler to take away more heat. At the same time, the controller can also adjust the opening of the first throttle valve 14 and the speed of the compressor to make the battery water inlet temperature reach the expected level. The specific adjustment method is as described above and will not be repeated here.

[0193] In the embodiments of this application, M13 mode is applicable in scenarios such as when a user is driving an electric vehicle rapidly in winter or driving uphill. In these scenarios, the passenger compartment is affected by the external environment, resulting in a lower temperature. However, rapid movement or uphill driving consumes more power, leading to higher battery temperatures. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M13 mode in the above manner, the passenger compartment can be heated while the battery is cooled. This not only improves user comfort, but also prevents battery overheating and ensures user safety.

[0194] M14, battery natural cooling mode.

[0195] FIG5E exemplarily shows a schematic diagram of the connection relationship of the thermal management system in the natural cooling mode of the battery. As shown in FIG5E , in the M14 mode, the controller can connect the fourth end a22 of the valve body assembly and the eighth end a24 of the valve body assembly, connect the seventh end a25 of the valve body assembly and the third end a23 of the valve body assembly, close the first throttle valve, and start the second water pump 12 and the fourth water pump 13. In this case, the tenth coolant loop is connected. The coolant in the tenth coolant loop first flows to the front-end cooling module to be cooled by the temperature in the natural environment, and then flows to the electric drive and the battery in turn to cool the electric drive and the battery.

[0196] In the embodiments of the present application, the M14 mode is applicable to scenarios such as charging electric vehicles. In this scenario, although the battery may generate some heat while charging, this heat generation is a safety phenomenon as specified by the factory settings. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M14 mode in the above manner, the battery can be cooled naturally using only the front-end cooling module, without the need to start the compressor to forcefully cool the battery, thereby saving more energy.

[0197] M15, motor natural cooling mode.

[0198] FIG5F illustrates an exemplary schematic diagram of the thermal management system's connectivity in the motor's natural cooling mode. As shown in FIG5F , in M15 mode, the controller connects the eighth terminal a24 of the valve assembly to the seventh terminal a25 of the valve assembly, closes the first throttle valve, and activates the fourth water pump 13. In this case, the sixth coolant loop is open, with the coolant in the sixth coolant loop first flowing to the front-end cooling module to be cooled by the ambient temperature before flowing to the electric drive to cool it.

[0199] In the embodiment of the present application, the scenario to which the M15 mode is applicable is, for example, braking while driving an electric car. In this scenario, braking may cause the electric drive to generate heat, and this heat generation ends in a short time, and there is no need for strong cooling. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M15 mode in the above manner, it is possible to use only the front-end cooling module to naturally cool the electric drive, without starting the compressor to strongly cool the electric drive, thereby saving more electricity.

[0200] M16, a mode in which the passenger compartment and battery are heated simultaneously.

[0201] Figure 5G illustrates a schematic diagram of the thermal management system's connectivity in a simultaneous passenger compartment and battery heating mode. As shown in Figure 5G , in M16 mode, the controller connects the fourth end a22 of the valve body assembly to the sixth end a28, and the third end a23 of the valve body assembly to the first and fifth ends a21 of the valve body assembly. The first three-way valve 27 is directed toward the battery, i.e., the two ports connecting the first three-way valve 27, the second water pump 12, and the third end a23 of the valve body assembly are in communication. The first throttle valve 14 is opened, and the third water pump 10 and the second water pump 12 are activated. In this case, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are in communication. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the third and fourth heat exchange tube groups, and after being throttled by the first throttle valve, a low-temperature, low-pressure refrigerant liquid is obtained. This refrigerant enters the second heat exchange tube group, evaporates, and then returns to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third and second heat exchange tube groups, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop passes from the fourth heat exchange tube group through the heater core. With the passenger compartment air conditioning unit in full heat mode, the air conditioning unit first heats the air through the heater core before blowing out warm air. The high-temperature coolant in the fifth coolant loop then flows through the sixth end a28 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, and the second water pump 12, before flowing to the batteries. It then passes through the third end a23 of the valve body assembly, the fifth end a21 of the valve body assembly, and returns to the fourth heat exchange tube group to heat the batteries. If the coolant heating capacity is insufficient to meet the battery heating requirements, the controller increases the compressor speed to increase the amount of heat absorbed by the coolant in the fourth heat exchange tube group. If the heating effect is excessive, the controller can also simultaneously control the opening of the first three-way valve 27 toward the batteries to mix with the battery coolant for heating, achieving an appropriate heating temperature. The low-temperature coolant in the seventh coolant loop flows from the fourth heat exchange tube group through the cold air core, the second end a27 of the valve assembly, the seventh end a25 of the valve assembly, the cooler, the electric drive, the eighth end a24 of the valve assembly, and the first end a26 of the valve assembly before returning to the first heat exchange tube group. The cooling required by the system is achieved by recovering heat from the environment and the electric drive through the seventh coolant loop.

[0202] In this mode, the energy of the refrigerant in the refrigerant circuit can heat the air in the air conditioning box assembly to heat the passenger compartment. This energy can also heat the battery, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0203] In the embodiments of this application, the M16 mode is applicable in scenarios such as when a user is sitting in the passenger compartment of an electric vehicle in winter but not driving the vehicle. In this scenario, the passenger compartment and battery are affected by the external environment, resulting in low temperatures. This low temperature not only impairs the user experience but can also cause significant energy loss due to the battery being in a low temperature state for a long time, reducing the vehicle's range. Therefore, by adjusting the thermal management system to the connectivity required by the M16 mode in the manner described above, the battery can be heated while the passenger compartment is heated, which helps preserve battery charge and improves the user experience.

[0204] M17, mode in which the battery is heated and the passenger compartment is dehumidified.

[0205] Figure 5H illustrates a schematic diagram of the thermal management system's connectivity in a battery heating and passenger compartment dehumidification mode. As shown in Figure 5H , in M17 mode, the controller can connect the second end a27 of the valve assembly to the seventh end a25 of the valve assembly, the eighth end a24 of the valve assembly to the first end a26 of the valve assembly, the sixth end a28 of the valve assembly to the fourth end a22 of the valve assembly, and the third end a23 of the valve assembly to the fifth end a21 of the valve assembly. The first throttle valve 14 is opened, and the first, third, fourth, and second water pumps 11, 10, 13, and 12 are started. In this state, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the third and fourth heat exchange tube groups. After throttling by the first throttle valve 14, it is throttled to produce a low-temperature, low-pressure refrigerant liquid. This liquid enters the second heat exchange tube group, evaporates, and then returns to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third and second heat exchange tube groups, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop flows from the fourth heat exchange tube group through the heater core. It then passes through the sixth end a28 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, the second water pump 12, and finally to the battery. It then passes through the third end a23 of the valve body assembly, the fifth end a21 of the valve body assembly, and finally returns to the fourth heat exchange tube group, heating the battery. The low-temperature coolant in the seventh coolant loop enters the cold air core from the outlet of the first heat exchange tube group. The passenger compartment air conditioner is in dehumidification mode. The passenger compartment air intake first undergoes a cooling and dehumidification process in the cold air core before being heated by the warm air core. The coolant then passes through the second end a27 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive, the fourth water pump 13, the eighth end a24 of the valve body assembly, the first end a26 of the valve body assembly, and finally returns to the first heat exchange tube group. At this point, both the battery and the electric drive require heating, resulting in excess cooling capacity. Therefore, a certain amount of cooling is exported to the outside world through the cooler. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the compressor speed to increase the heat absorption of the coolant in the fourth heat exchange tube group. The controller can also simultaneously control the opening of the first three-way valve 27 toward the battery to heat the battery's own coolant mixed with the water to achieve the appropriate heating temperature.

[0206] In the embodiments of this application, M17 mode is suitable for scenarios such as a user sitting in the passenger compartment of an electric vehicle on a damp winter day, but not driving the vehicle. In this scenario, the battery is affected by the external environment, resulting in a low temperature, while the passenger compartment is also affected by the external environment, resulting in high humidity. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M17 mode in the above manner, the battery can be heated while the passenger compartment is dehumidified, which not only helps to preserve battery power but also improves the user experience.

[0207] M18, separate heating mode for the crew compartment.

[0208] Figure 5I illustrates a schematic diagram of the thermal management system's connectivity in passenger compartment heating mode. As shown in Figure 5I , in M18 mode, the controller connects the fifth end a21 of the valve assembly to the sixth end a28, the second end a27 of the valve assembly to the seventh end a25, and the eighth end a24 of the valve assembly to the first end a26. This opens the first throttle valve 14 and activates the first, third, and fourth water pumps 11, 10, and 13. In this configuration, the refrigerant loop, the first coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the third heat exchange tube group and the fourth heat exchange tube group, where it is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant liquid enters the second heat exchange tube group, evaporates, and returns to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third and second heat exchange tube groups, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. At this point, the high-temperature coolant in the fifth coolant loop flows from the fourth heat exchange tube group through the heater core. The passenger compartment air conditioning unit is in full heat mode, so the air conditioning first heats the air through the heater core before blowing out warm air. The high-temperature coolant in the first coolant loop then flows through the sixth end a28 of the valve body assembly, the fifth end a21 of the valve body assembly, and returns to the fourth heat exchange tube group. The low-temperature coolant in the seventh coolant loop flows from the first heat exchange tube group through the cold air core, the second end a27 of the valve body assembly, the seventh end a25 of the valve body assembly, the cooler, the electric drive, the eighth end a24 of the valve body assembly, the first end a26 of the valve body assembly, and returns to the fourth heat exchange tube group. The cooling capacity required by the system is recovered from the environment and the electric drive via the seventh coolant loop.

[0209] In this embodiment, the valve body assembly is understood to be in the first operating condition. The M18 mode is applicable, for example, to situations where a user is sitting in the passenger compartment of an electric vehicle in winter, but the ambient temperature is still within the battery's tolerance range. By adjusting the thermal management system to the connectivity relationship satisfied by the M18 mode in the manner described above, the passenger compartment can be heated independently.

[0210] M19, battery heating mode.

[0211] Figure 5J illustrates a schematic diagram of the thermal management system's connectivity in battery-only heating mode. As shown in Figure 5J , in M19 mode, the controller can connect the second end a27 of the valve assembly to the seventh end a25 of the valve assembly, the eighth end a24 of the valve assembly to the first end a26 of the valve assembly, the sixth end a28 of the valve assembly to the fourth end a22 of the valve assembly, and the third end a23 of the valve assembly to the fifth end a21 of the valve assembly. The first throttle valve 14 is opened, and the first, second, third, and fourth water pumps 11, 12, 10, and 13 are started. In this state, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by the compressor exchanges heat through the third and fourth heat exchange tube groups. After throttling by the first throttle valve 14, the refrigerant liquid is reduced to a low temperature and low pressure. This liquid enters the second heat exchange tube group, evaporates, and then returns to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third and second heat exchange tube groups, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop flows from the fourth heat exchange tube group through the heater core. The passenger compartment air conditioning is turned off, and the passenger compartment intake air passes through the heater core without participating in heat exchange. The high-temperature coolant in the fifth coolant loop then flows through the sixth end a28 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, the second water pump 12, to the battery, then through the third end a23 of the valve body assembly, the fifth end a21 of the valve body assembly, and back to the fourth heat exchange tube group, heating the battery. The low-temperature coolant in the seventh coolant loop is output from the first heat exchange tube group and enters the cold air core. The passenger compartment air conditioning is turned off, and the passenger compartment air entering the cold air core does not participate in heat exchange. The coolant then passes through the second end a27 of the valve body assembly, the seventh end a25 of the valve body assembly, enters the cooler, the electric drive, the fourth water pump 13, the eighth end a24 of the valve body assembly, and the first end a26 of the valve body assembly, completing the process of absorbing heat from the electric drive and the external environment. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the speed of compressor 1 to increase the heat absorption of the coolant in the fourth heat exchange tube group. The controller can also simultaneously control the opening of the first three-way valve 27 toward the battery, mixing it with the battery's own coolant for heating to achieve the appropriate heating temperature.

[0212] In the embodiments of this application, M19 mode is applicable in scenarios such as winter when the battery temperature is low due to environmental influences, but the user is not cold or is not in the vehicle. To prevent the battery from being in a low temperature state for a long time, which would cause significant energy loss and reduce the electric vehicle's range, the thermal management system can be adjusted to the connectivity relationship satisfied by M19 mode in the manner described above, thereby achieving the function of heating only the battery.

[0213] M20, whole vehicle dehumidification mode.

[0214] FIG5K1 exemplarily shows a schematic diagram of the connection relationship of the thermal management system in the vehicle dehumidification mode. As shown in FIG5K1, in the M20 mode, the controller can connect the second end a27 of the valve body assembly with the fourth end a22 of the valve body assembly, connect the third end a23 of the valve body assembly with the first end a26 of the valve body assembly, connect the sixth end a28 of the valve body assembly with the fifth end a21 of the valve body assembly, open the first throttle valve 14, and start the first water pump 11 and the third water pump 10; or as shown in FIG5K2, connect the second end a27 of the valve body assembly with the fourth end a22 of the valve body assembly, connect the third end a23 of the valve body assembly with the first end a26 of the valve body assembly, connect the sixth end a28 of the valve body assembly with the fifth end a21 of the valve body assembly, open the first throttle valve 14, and start the first water pump 11 and the third water pump 10. The first end a26 of the valve body assembly is connected to the sixth end a28 of the valve body assembly and the seventh end a25 of the valve body assembly, and the eighth end a24 of the valve body assembly is connected to the fifth end a21 of the valve body assembly, thereby opening the first throttle valve 14 and starting the first water pump 11, the third water pump 10, and the fourth water pump 13. Alternatively, as shown in FIG5K3, the second end a27 of the valve body assembly is connected to the seventh end a25 of the valve body assembly, the eighth end a24 of the valve body assembly is connected to the first end a26 of the valve body assembly, and the sixth end a28 of the valve body assembly is connected to the fifth end a21 of the valve body assembly, thereby opening the first throttle valve 14 and starting the first water pump 11, the third water pump 10, and the fourth water pump 13. In this case, the refrigerant circuit, the first coolant circuit, and the second coolant circuit are connected, or the refrigerant circuit, the first coolant circuit, and the eighth coolant circuit are connected, or the refrigerant circuit, the second coolant circuit, and the seventh coolant circuit are connected. The high-temperature, high-pressure refrigerant gas output from the compressor exchanges heat through the third and fourth heat exchange tube groups. After being throttled by the first throttle valve, it is reduced to a low-temperature, low-pressure refrigerant liquid. This liquid enters the second heat exchange tube group for evaporation before returning to the compressor. The refrigerant liquid in the refrigeration circuit passes through the third and second heat exchange tube groups, providing heat and cooling to the coolant in the fourth and first heat exchange tube groups, respectively. At this point, the high-temperature coolant in the first coolant loop flows from the fourth heat exchange tube group through the heater core, then returns to the second heat exchange tube group via the sixth end a28 of the valve body assembly, the fifth end a21 of the valve body assembly, and the third water pump 10. The low-temperature coolant in the second coolant loop passes through the cold air core, the second end a27 of the valve body assembly, the fourth end a22 of the valve body assembly, the first three-way valve 27, the third end a23 of the valve body assembly, and the first end a26 of the valve body assembly before returning to the first heat exchange tube group. The passenger compartment air conditioning box turns on the heating and dehumidification mode, so the air conditioner first cools and dehumidifies the air through the cold air core, then heats the air through the warm air core and blows out warm air. When the system has excess cooling or heat, heat can also be transferred to the environment through the seventh coolant loop and the eighth coolant loop respectively. For example, the M20 mode can be executed regularly according to a pre-set cycle to maintain a dry environment throughout the electric vehicle and improve the user experience.

[0215] It should be understood that the above are merely exemplary descriptions of several modes that can be implemented by the thermal management system. In the embodiments of this application, the thermal management system can also implement other modes in addition to the aforementioned modes. The same mode can actually be implemented through various different loops and is not limited to the one described above. This application will not further describe these modes one by one.

[0216] However, the thermal management system in Example 1 can realize free switching between various cooling modes and various heating modes, including but not limited to the above-mentioned M10 to M20. This method can realize multiple different modes with fewer components, which can not only meet the different needs of users, but also improve the flexibility of mode switching and expand the scope of application of the thermal management system.

[0217] It should be noted that in the above-described embodiment, controlling the communication between different ports of the valve body assembly allows the valve body assembly to be placed in different operating conditions, and also allows the thermal management system to be placed in different operating modes. Specifically, when the first end of the valve body assembly is connected to the third end of the valve body assembly, and the second end of the valve body assembly is connected to the fourth end of the valve body assembly, the coolant in the first circuit can circulate, continuously providing cooling to the cooling core, thereby keeping the passenger compartment in a cooled state. Specifically, driven by the first water pump, the coolant can flow from the cooling core, the second end of the valve body assembly, the fourth end of the valve body assembly, through the first valve body, directly back to the third end of the valve body assembly, and then through the third end of the valve body assembly and the first end of the valve body assembly back to the first heat exchange tube group. After exchanging heat with the outside through the first heat exchange tube group, the coolant is then driven by the first water pump to provide cooling to the cooling core. During this process, the coolant in the battery can be internally circulated, driven by the second valve body and the second water pump, to achieve uniform temperature of the battery without affecting the cooling of the passenger compartment. In addition, driven by the first water pump, the coolant can pass through the cold air core, the second end of the valve body assembly, the fourth end of the valve body assembly, and the first valve body. The coolant can also pass through the first valve body again and enter the third end of the battery return valve body assembly, and return to the first heat exchange tube group through the third end of the valve body assembly. After exchanging heat with the outside through the first heat exchange tube group, it is driven by the first water pump to provide cooling for the cold air core. Among them, the energy used to cool the passenger compartment can also heat the battery, or when the passenger compartment is cooled, the battery in the second circuit can also be temperature-balanced, or the coolant in the battery in the second circuit does not flow, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0218] In the above embodiment, the valve body assembly can be a nine-way valve. On the first circuit, the first end a26 of the nine-way valve is connected to the inlet a33 of the first heat exchange tube group, the outlet a34 of the first heat exchange tube group is connected to the inlet of the first water pump 11, the outlet of the first water pump 11 is connected to the cold air core, and the outlet of the cold air core is connected to the second end a27 of the nine-way valve; on the second circuit, the fourth end a22 of the nine-way valve is used to communicate with the second end of the battery, and the first end of the battery is used to communicate with the third end a23 of the nine-way valve; on the fourth circuit, the fifth end a21 of the nine-way valve is connected to the inlet of the third water pump 10 The outlet of the third water pump 10 is connected to the inlet a14 of the fourth heat exchange tube group, the outlet a13 of the fourth heat exchange tube group is connected to the inlet of the heater core, and the outlet of the heater core is connected to the sixth end a28 of the nine-way valve; in the fifth loop, the seventh end a25 of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the kettle, the outlet of the kettle is connected to the inlet of the fourth water pump, and the outlet of the fourth water pump is connected to the eighth end a24 of the nine-way valve; wherein, the ninth end a29 of the nine-way valve is connected to the pipeline between the cooler and the electric driver. The use of a nine-way valve can simplify the structure of the thermal management system, improve the convenience of controlling the valve body assembly, and also help reduce the space occupied by the thermal management system.

[0219] According to the above content, it can be seen that the first embodiment of the present application deploys the various components in the thermal management system in the same area as much as possible, which makes the installation position of each component more compact, and the use of the nine-way valve can enable shorter pipeline routes between each component, which not only helps to reduce the occupied space of the thermal management system, but also reduces the pressure loss of the liquid when the liquid circulates along the pipeline, thereby improving the cooling efficiency or heating efficiency of the thermal management system.

[0220] In the above embodiment, the nine-way valve may specifically include a three-way valve, a four-way valve and a five-way valve. Specifically, referring to Figure 5L, the first port V1 of the three-way valve is connected to the fifth port V5 of the five-way valve, and the second port V2 of the three-way valve is connected to the inlet of the cooler, that is, the second port V2 of the three-way valve is equivalent to the seventh end a25 of the nine-way valve, and the third port V3 of the three-way valve is connected to the pipeline between the cooler and the electric driver, that is, the third port of the three-way valve is equivalent to the ninth end a29 of the nine-way valve; the first port V1 of the four-way valve is connected to the outlet of the fourth water pump 13, that is, the first port of the four-way valve is equivalent to the eighth end a24 of the nine-way valve, and the second port V2 of the four-way valve is connected to the inlet a33 of the first heat exchange tube group, that is, the second port V2 of the four-way valve is equivalent to the first end a2 of the nine-way valve. 6. The third end V3 of the four-way valve is used to provide cooling or heating for the battery, that is, the third end V3 of the four-way valve is equivalent to the fourth end a22 of the nine-way valve. The fourth end V4 of the four-way valve is connected to the first port V1 of the five-way valve. After the connection, the fourth end V4 of the four-way valve and the first port V1 of the five-way valve are connected to the inlet of the third water pump 10, which is equivalent to the fifth end a21 of the nine-way valve. The second port V2 of the five-way valve is connected to the outlet of the cold air core, that is, the second port V2 of the five-way valve is equivalent to the second end a27 of the nine-way valve. The third port V3 of the five-way valve is connected to the pipeline where the battery is located, that is, the third port V3 of the five-way valve is equivalent to the third end a23 of the nine-way valve. The fourth port V4 of the five-way valve is connected to the outlet of the warm air core, that is, the fourth port V4 of the five-way valve is equivalent to the sixth end a28 of the nine-way valve. In this manner, the three-way valve, four-way valve, and five-way valve can perform the functions of the nine-way valve in the above embodiment.

[0221] Example 2

[0222] FIG6A exemplarily illustrates a schematic structural diagram of a thermal management system provided in Example 1 of the present application. As shown in FIG6A , the thermal management system may include a compressor 1, a water-cooled condenser 2, a water-cooled evaporator 4, a first water pump 20, a second water pump 22, a third water pump 21, a fourth water pump 23, an eleven-way valve (wherein the eleven-way valve may be an integration of the nine-way valve and the twelfth three-way valve in Example 1), a battery, a cooler, and an electric drive. The water-cooled condenser 2 may include a first heat exchange tube group and a second heat exchange tube group, the water-cooled evaporator 4 may include a third heat exchange tube group and a fourth heat exchange tube group, and the air conditioning box assembly 3 may include a warm air core and a cold air core. The inlet b11 of the first heat exchange tube group is connected to the compressor output, the outlet b12 of the first heat exchange tube group is connected to the inlet b31 of the third heat exchange tube group, the inlet b14 of the second heat exchange tube group is connected to the outlet of the first water pump 20, the inlet of the first water pump 20 is connected to the first end b21 of the eleven-way valve, the outlet b13 of the second heat exchange tube group is connected to the inlet of the heater core, the outlet of the heater core is connected to the eighth end b28 of the eleven-way valve, the inlet b31 of the third heat exchange tube group is connected to the output end b12 of the first heat exchange tube group, and the outlet b32 of the third heat exchange tube group is connected to the compressor input. The inlet b33 of the fourth heat exchange tube group is connected to the sixth end b26 of the eleven-way valve, and the outlet b34 of the fourth heat exchange tube group is connected to the inlet of the third water pump 21. The outlet of the third water pump 21 is connected to the inlet of the cold air core, and the outlet of the cold air core is connected to the seventh end b27 of the eleven-way valve. The second end b22 of the eleven-way valve is connected to the inlet of the second water pump 22, the outlet of the second water pump 22 is connected to the inlet of the battery, and the outlet of the battery is connected to the third end b23 of the eleven-way valve. The fifth end b25 of the eleven-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the kettle, and the outlet of the kettle is connected to the fourth end b24 of the eleven-way valve. The ninth end b29 of the eleven-way valve is connected to the pipeline between the cooler and the electric driver.

[0223] It should be noted that the connection relationship between the various components in Figure 6A is only an example. The positions of the various components located in the same loop can also be interchanged, and are not limited to the connection relationship shown in Figure 6A. For example, the fourth water pump 23 in Figure 6A can also be located between the kettle and the electric drive. This position swap has no essential impact on the implementation of the solution. The following describes the specific implementation process of the solution using the thermal management system shown in Figure 6A.

[0224] In an embodiment of the present application, a cooler is provided in a front cooling module, and a first fan is further provided in the front cooling module. The fan can achieve heat exchange between the ambient temperature and the cooler based on the ambient air. Therefore, the heat exchange of the cooler can specifically include heating or cooling. For example, the temperature of the coolant is lower than the ambient temperature in winter, so the front cooling module can heat the coolant based on the ambient temperature. The temperature of the coolant is higher than the ambient temperature in summer, so the front cooling module can also cool the coolant based on the ambient temperature. For ease of understanding, the following description is based on the example of the front cooling module only cooling. It should be noted that this does not limit the front cooling module to not heating. In an embodiment of the present application, the air conditioning box assembly includes a cold air core and a warm air core, and the air conditioning box assembly is generally provided in the passenger compartment of the vehicle. The air conditioning box assembly can also be provided with a second fan. The fan can directly blow the ambient air (neither cooling nor heating) into the passenger compartment, or can first cool the air environment through the cold air core before blowing out the ambient air, or can first heat the air environment through the warm air core before blowing out the ambient air.

[0225] In an optional embodiment, continuing to refer to Figure 6A, the thermal management system may also include a heater, the input end of the heater is connected to the outlet b13 of the first heat exchange tube group, and the output end of the heater is connected to the inlet of the heater core. The heater is used to heat the coolant flowing through the heater. When it is necessary to heat the passenger compartment, if the temperature of the warm air blown out from the heater core to the passenger compartment does not reach the temperature set by the user, the heater can also be used to heat the coolant output from the first heat exchange tube group. In this way, the coolant flowing to the heater core has a higher temperature, which helps to increase the temperature of the warm air blown out to the passenger compartment and improve the heating effect of the passenger compartment. If the temperature of the warm air blown out from the heater core to the passenger compartment is appropriate, the heater can be turned off directly.

[0226] In an optional embodiment, referring again to FIG6A , the thermal management system may further include a throttling device, which may include a first throttle valve. Specifically, the inlet of the first throttle valve is connected to the outlet b12 of the first heat exchange tube group, and the outlet of the first throttle valve is connected to the inlet b31 of the third heat exchange tube group. The first throttle valve 14 is used to reduce the pressure and expand the gas before evaporation and heat absorption, and to control the flow rate of the circulating refrigerant. When the first throttle valve 14 is fully closed, the refrigerant is not circulated through the first throttle valve 14. In this case, the refrigerant circuit is disconnected, and the first circuit cannot perform heating or cooling through the vapor compression cycle.

[0227] In an optional embodiment, as shown in Figure 6B, the thermal management system may further include a heat recovery liquid collector 8a. The heat recovery liquid collector 8a includes a fifth heat exchange tube group and a sixth heat exchange tube group. The inlet b44 of the fifth heat exchange tube group is connected to the outlet b12 of the first heat exchange tube group, and the outlet b43 of the fifth heat exchange tube group is connected to the inlet b31 of the third heat exchange tube group. The inlet b42 of the sixth heat exchange tube group is connected to the outlet b32 of the third heat exchange tube group, and the outlet b41 of the sixth heat exchange tube group is connected to the compressor input. The provision of the heat recovery liquid collector 8a can further reduce the refrigerant temperature at the condenser outlet, lower the refrigerant dryness after throttling, and improve the cooling capacity on the evaporator side.

[0228] In an alternative embodiment, as shown in Figure 6C , the refrigerant circuit of the thermal management system may include an outdoor heat exchanger. The outdoor heat exchanger's input end b41 is connected to the output end b12 of the first heat exchange tube group, and its output end b42 is connected to the input end b31 of the third heat exchange tube group. The outdoor heat exchanger allows the refrigerant to exchange heat directly with the external environment. This can compensate for insufficient secondary heat exchange efficiency on the water side under extreme high and low temperature conditions, thereby improving system performance.

[0229] In an optional embodiment, continuing to refer to FIG6A , in order to know the actual temperature and pressure conditions at each key position in the thermal management system to determine whether the temperature control effect needs to be adjusted in the next step, temperature and pressure sensors may also be provided at each key position in the thermal management system, such as temperature and pressure sensor P20, temperature and pressure sensor P21, temperature and pressure sensor P22, and temperature and pressure sensor P23. Among them, the temperature and pressure sensor P20 is provided at the air outlet of the compressor to detect the temperature and pressure of the refrigerant output by the compressor. The temperature and pressure sensor P21 is provided at the air outlet of the third heat exchange tube group to detect the temperature and pressure of the battery cooler. The temperature and pressure sensor P22 is provided at the water inlet of the electric drive to detect the temperature and pressure of the electric drive. The temperature and pressure sensor P23 is provided at the water inlet of the battery to detect the temperature and pressure of the battery. It should be understood that the key positions illustrated above are merely exemplary, and the present application is not limited to these key positions.

[0230] According to the above content, it can be seen that the first embodiment of the present application deploys the various components in the thermal management system in the same area as much as possible, which makes the installation position of each component more compact and allows shorter pipe runs between each component. This not only helps to reduce the space occupied by the thermal management system, but also reduces the pressure loss of the liquid when the liquid circulates along the pipeline, thereby improving the cooling efficiency or heating efficiency of the thermal management system.

[0231] In the embodiments of the present application, the various components of the thermal management system can also be modularly designed in an integrated manner. Modular design refers to integrating components with similar functions or structures (which can also be arbitrarily selected components) to form modules. This not only helps to reduce the occupied space, but also allows for free combination of modules to improve design flexibility. There are many ways to achieve modular design, and the integration method can be carried out as in Example 1.

[0232] In the aforementioned embodiments, by integrating the various components in the front compartment of the electric vehicle (excluding the front-end cooling module), not only does it help reduce the structural complexity of the thermal management system and reduce the space occupied, but this compact structural arrangement also shortens the wiring between the various components, thereby helping to solve the current problems of divergent component installation locations and excessively long pipes in the thermal management system of electric vehicles. When the coolant or refrigerant circulates in this short circulation link, the pressure loss of the coolant or refrigerant during the circulation process is reduced, thereby also helping to improve the efficiency of the refrigerant circuit. In addition, this integration method can be made into modular components, which is also easy to maintain and carry.

[0233] The following first describes several loops that can be formed by the thermal management system shown in FIG6A :

[0234] A refrigerant loop, pre-installed with a refrigerant, such as Freon. The refrigerant gas in this loop is compressed into high-temperature, high-pressure refrigerant gas at compressor 1 and then returns to the compressor via the first and third heat exchange tube groups. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange with the second heat exchange tube group in the first heat exchange tube group, resulting in a low-temperature refrigerant liquid (correspondingly, the first heat exchange tube group produces a high-temperature coolant liquid). This low-temperature refrigerant liquid then flows into the third heat exchange tube group, where it undergoes heat exchange with the fourth heat exchange tube group, resulting in a high-temperature refrigerant gas (correspondingly, the fourth heat exchange tube group produces a low-temperature coolant liquid).

[0235] The first coolant loop is pre-installed with coolant, for example, a mixture of water and ethanol. The coolant in the loop is driven by the first water pump 20 and passes through the inlet b14 of the second heat exchange tube group, the outlet b13 of the second heat exchange tube group, the warm air core, the eighth end b28 of the eleven-way valve, the first end b21 of the eleven-way valve, and then returns to the first water pump 20. When the refrigerant loop is connected, the second heat exchange tube group can exchange heat to obtain high-temperature coolant, which circulates in the first coolant loop, thereby heating the warm air core or entering the eleven-way valve to heat other coolant loops. When the refrigerant loop is shut off, the second heat exchange tube group cannot perform heat exchange operations, so the normal temperature coolant circulates in the first coolant loop.

[0236] The second coolant loop is pre-installed with coolant. The coolant in the loop is driven by the third water pump 21 and passes through the outlet b34 of the fourth heat exchange tube group, the third water pump 21, the cold air core, the seventh end b27 of the eleven-way valve, the sixth end b26 of the eleven-way valve, and the inlet b33 of the fourth heat exchange tube group to form a loop. When the refrigerant loop is connected, the fourth heat exchange tube group can exchange heat to obtain low-temperature coolant, which circulates in the second coolant loop, thereby cooling the cold air core or entering the eleven-way valve to cool other coolant loops. When the refrigerant loop is shut off, the fourth heat exchange tube group cannot perform heat exchange operations, so the normal temperature coolant circulates in the second coolant loop.

[0237] The third coolant loop is pre-filled with coolant. The coolant in this loop is driven by the third water pump 21 and the second water pump 22. Starting from the second water pump 22, it passes through the battery, the third end b23 of the eleven-way valve, the sixth end b26 of the eleven-way valve, the fourth heat exchange tube group, the third water pump 21, the cold air core, the seventh end b27 of the eleven-way valve, and the second end b22 of the eleven-way valve before returning to the second water pump 22. The third coolant loop is an active battery cooling loop. When the low-temperature coolant flows through the eleven-way valve, a portion of the flow can be distributed so that the battery module water path reaches the desired cooling temperature. From another perspective, the fourth heat exchange tube group can also absorb heat from the battery through the fourth coolant loop, realizing the battery's waste heat recovery function and meeting winter heating needs. When the refrigerant loop is shut down, the fourth heat exchange tube group cannot perform heat exchange operations, so the normal temperature coolant circulates in the third coolant loop.

[0238] The fourth coolant loop is pre-filled with coolant. The coolant in this loop is driven by the third water pump 21, the second water pump 22, and the fourth water pump 23. Starting from the second water pump 22, the coolant flows sequentially through the battery, the third end b23 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric driver, the fourth water pump 23, the fourth end b24 of the eleven-way valve, the sixth end b26 of the eleven-way valve, the fourth heat exchange tube group, the third water pump 21, the cooling air core, the seventh end b27 of the eleven-way valve, the second end b22 of the eleven-way valve, and finally returns to the second water pump 22. The third coolant loop serves as both active and passive cooling for the battery. As the low-temperature coolant flows through the eleven-way valve, a portion of its flow is distributed to ensure that the battery module water path reaches the desired cooling temperature. The fourth coolant loop is very similar to the third coolant loop, except that the coolant in the second coolant loop flows directly through the eleven-way valve to the fourth heat exchange tube group for cooling, while the coolant in the third coolant loop flows through the eleven-way valve and then continues to cool through the front-end cooling module. Therefore, regardless of whether the first refrigerant loop is open, the third coolant loop can cool both the battery and the electric drive. However, when the first refrigerant loop is open, the coolant in the third coolant loop can actively cool through the fourth heat exchange tube group for heat exchange, and then through the front-end cooling module for secondary cooling, resulting in a more effective cooling effect. From another perspective, the fourth heat exchange tube group can also absorb heat from the battery and the environment through the fourth coolant loop, realizing waste heat recovery from the battery and meeting winter heating needs. When the first refrigerant loop is closed, the coolant in the fourth coolant loop is cooled only by the front-end cooling module, effectively cooling the battery and electric drive naturally based on the ambient temperature.

[0239] The fifth coolant loop is pre-filled with coolant. The coolant in this loop is driven by the first water pump 20 and the second water pump 22. Starting from the second water pump 22, it flows sequentially through the battery, the third end b23 of the eleven-way valve, the first end b28 of the eleven-way valve, the first water pump 20, the second heat exchange tube assembly, the heater core, the eighth end b28 of the eleven-way valve, and the second end b22 of the eleven-way valve before returning to the second water pump 22. The third coolant loop is an active battery heating loop. High-temperature coolant flows through the eleven-way valve and a portion of the flow is distributed to ensure that the battery module water path reaches the desired heating temperature. If both the battery and the passenger compartment need to be heated simultaneously, the second fan can first heat the air using the heater core before blowing the heated air into the passenger compartment. If this process does not consume much heat, the remaining coolant will flow through the first and second water pumps 20, 22 to the battery, thereby simultaneously heating the passenger compartment and the battery. When the refrigerant loop is shut down, the second heat exchange tube group cannot perform heat exchange operation, so the normal temperature coolant circulates in the fifth coolant loop.

[0240] The sixth coolant loop is pre-installed with coolant. The coolant in this loop is driven by the fourth water pump 23, and starts from the fourth water pump 23 and passes through the fourth end b24 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive and then returns to the fourth water pump 23. This loop is an electric drive cooling loop, and the coolant flows to the electric drive after being cooled by the front-end cooling module, thereby naturally cooling the electric drive. If the temperature of the electric drive is too low, part of the coolant output by the fourth water pump 23 can also be directly transmitted to the electric drive through the ninth end b29 of the eleven-way valve, and the other part can be transmitted to the electric drive through the fifth end b25 of the eleven-way valve and the cooler. In this way, the temperature of the coolant obtained by merging the coolants in the two branches increases, which helps to alleviate the cooling effect on the electric drive.

[0241] The seventh coolant loop is pre-installed with coolant. The coolant in this loop is driven by the third water pump 21 and the fourth water pump 23. Starting from the fourth water pump 23, it passes through the fourth end b24 of the eleven-way valve, the sixth end b26 of the eleven-way valve, the fourth heat exchange tube group, the third water pump 21, the cold air core, the seventh end b27 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive and then returns to the fourth water pump 23. This loop is an electric drive cooling loop. The coolant is cooled by the fourth heat exchange tube group and the front cooler and then flows to the electric drive, thereby actively cooling the electric drive. From another perspective, the fourth heat exchange tube group can also absorb heat from the electric drive and the environment through the seventh coolant loop, realizing the waste heat recovery function of the electric drive and meeting the winter heating needs. If the temperature of the seventh coolant loop is higher than the ambient temperature during heating, the coolant output by the fourth water pump 23 can also be directly transmitted to the electric drive through the ninth end b29 of the eleven-way valve to avoid heat dissipation into the external environment and causing waste.

[0242] The eighth coolant loop is pre-installed with coolant. The coolant in this loop is driven by the first water pump 20 and the fourth water pump 23. It starts from the first water pump 20 and passes through the second heat exchange tube group, the heater core, the eighth end b28 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive, the fourth water pump 23, the fourth end b24 of the eleven-way valve, the first end b21 of the eleven-way valve, and then returns to the first water pump 20. This coolant circuit is an electric drive active heating circuit. From another perspective, the fourth heat exchange tube group can also release heat from the eighth coolant loop, the electric drive, and the environment to meet summer cooling needs.

[0243] The ninth coolant loop is pre-filled with coolant. The coolant in this loop is driven by the second water pump 22 and the fourth water pump 23. Starting from the fourth water pump 23, it flows sequentially through the fourth end b24 of the eleven-way valve, the second end b22 of the eleven-way valve, the second water pump 22, the battery, the third end b23 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive, and finally back to the fourth water pump 23. This loop serves as the electric drive and battery cooling loop. After being cooled by the front-end cooling module, the coolant flows to the electric drive, thereby naturally cooling the electric drive and battery. If the temperature of the electric drive or battery is too low, a portion of the coolant output by the fourth water pump 23 can be directly supplied to the electric drive through the ninth end b29 of the eleven-way valve, while the remaining portion is transferred to the electric drive through the fifth end b25 of the eleven-way valve and the cooler. This allows the coolant from the two branches to be combined, resulting in a higher temperature, thereby helping to mitigate the cooling effect on the electric drive and battery.

[0244] It should be understood that the above is only an exemplary introduction to several possible loops, and the thermal management system can also form more loops, which will not be introduced one by one here.

[0245] Based on the above-mentioned loops, the following examples illustrate some modes that can be achieved by the thermal management system in the second embodiment of the present application. In the embodiment of the present application, a controller can also be provided in the electric vehicle, and the control end of each valve component in the thermal management system, the control end of each water pump, and the output end of each temperature and pressure sensor can also be connected to the controller. The controller can not only achieve different temperature modes by controlling each valve component and each water pump, but also obtain the temperature and pressure at each key position from the output end of each temperature and pressure sensor during the control process, and judge whether the current temperature and pressure meet the requirements of the current temperature mode based on the temperature and pressure at each key position. If not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible.

[0246] M10, a mode in which the passenger compartment and battery are cooled simultaneously.

[0247] FIG7A illustrates a schematic diagram of the thermal management system's connectivity in a mode where both the passenger compartment and the battery are cooled simultaneously. As shown in FIG7A , in M10 mode, the controller connects the seventh end b27 of the 11-way valve with the second end b22, the third end b23 of the 11-way valve with the sixth end b26, the eighth end b28 of the 11-way valve with the fifth end b25, the fourth end b24 of the 11-way valve with the first end b21, opens the first throttle valve, and activates the third and second water pumps 21 and 22. In this state, the refrigerant circuit, the third coolant circuit, and the eighth coolant circuit are connected. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange through the second heat exchange tube group and is throttled by the first throttle valve 14 to produce low-temperature, low-pressure refrigerant liquid. This refrigerant is then transferred to the third heat exchange tube group, where it evaporates and absorbs heat. The third heat exchange tube group then exchanges heat with the fourth heat exchange tube group, cooling the coolant in the fourth heat exchange tube group to produce low-temperature coolant. This low-temperature coolant then flows through the cold air core, the seventh end b27 of the eleven-way valve, the second end b22 of the eleven-way valve, the second water pump 22, the battery, the third end b23 of the eleven-way valve, and the sixth end b26 of the eleven-way valve before returning to the fourth heat exchange tube group, cooling the passenger compartment and then the battery. Heat in the system is then released to the environment via the eighth coolant loop. The passenger compartment air conditioning can be set to full cooling mode, so the coolant flowing over the warm air core bypasses the air conditioning unit and does not significantly affect the cabin temperature.

[0248] In an optional embodiment, the controller can also obtain real-time or periodic data from the passenger compartment air conditioning unit's air outlet and from the battery water inlet, collected by temperature and pressure sensor P22, to determine the passenger compartment and battery temperatures. If either the passenger compartment or battery temperature does not meet the M10 mode requirements, the controller can adjust the opening of the first throttle valve 14 to alter the amount of refrigerant in the refrigerant circuit to regulate both the passenger compartment and battery temperatures. For example, assuming the M10 mode specifies that the passenger compartment temperature must not exceed 28°C and the battery temperature must not exceed 30°C, if the detected passenger compartment temperature exceeds 28°C, the controller can increase the opening of the first throttle valve 14 to allow more refrigerant to flow through the evaporator, enhancing the evaporator's cooling effect and, consequently, the passenger compartment's cooling effect. Furthermore, to prevent the cooler coolant from directly impacting the battery, an eleven-way valve is used to divert a portion of the coolant to the battery circuit, thereby meeting the battery cooling requirements.

[0249] In the embodiment of the present application, the M10 mode is applicable to scenarios such as a user driving an electric vehicle in the summer. In this scenario, the temperatures of the passenger compartment and the battery may be very high. Battery overheating may cause accidents such as battery explosion, affecting the physical and mental safety of the user. An overheated passenger compartment can reduce the user experience. For example, if a user is in an overheated environment for a long time, they may suffer from heatstroke. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M10 mode in the above manner, the passenger compartment and the battery can be cooled simultaneously, thereby maximizing the user experience while ensuring safety.

[0250] M11, the passenger compartment is cooled separately.

[0251] FIG7B illustrates an exemplary connection diagram of the thermal management system in passenger compartment cooling mode. As shown in FIG7B , in M11 mode, the seventh end b27 of the eleven-way valve is connected to the sixth end b26 of the eleven-way valve, the eighth end b28 of the eleven-way valve is connected to the fifth end b25 of the eleven-way valve, the fourth end b24 of the eleven-way valve is connected to the first end b21 of the eleven-way valve, the first throttle valve 14 is opened, and the third water pump 21 and the fourth water pump 23 are started. In this state, the refrigerant circuit is open, and the second coolant circuit and the eighth coolant circuit are open. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange through the first heat exchange tube group and is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant is then transferred to the third heat exchange tube group for evaporation and heat absorption. The third heat exchange tube group then exchanges heat with the fourth heat exchange tube group, cooling the coolant in the fourth heat exchange tube group to produce low-temperature coolant. This low-temperature coolant then flows through the cold air core, the seventh end b27 of the eleven-way valve, and the sixth end b26 of the eleven-way valve before returning to the fourth heat exchange tube group to cool the passenger compartment. Heat in the system is then released to the environment via the eighth coolant loop. The passenger compartment air conditioning can be set to full cooling mode, so the coolant flowing over the warm air core bypasses the air conditioning unit and does not affect the cabin temperature.

[0252] In an optional embodiment, the controller may also obtain the temperature of the passenger compartment air conditioning unit outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is higher than the temperature specified in the M11 mode, the controller may increase the opening of the first throttle valve 14 and increase the compressor speed. This will compress the compressor to produce refrigerant gas at a higher pressure and temperature. This refrigerant gas will pass through the water-cooled condenser to produce more refrigerant liquid. After passing through the increased opening of the first throttle valve 14, more refrigerant liquid will enter the third heat exchange tube group, thereby helping to further reduce the coolant temperature in the fourth heat exchange tube group and improve the cooling effect on the passenger compartment. When the passenger compartment temperature is lower than the temperature specified in the M11 mode, the controller may decrease the opening of the first throttle valve 14 and reduce the compressor speed to reduce the cooling effect on the passenger compartment and avoid discomfort to the user.

[0253] In the embodiments of the present application, the M11 mode is suitable for scenarios such as when a user needs to cool down the passenger compartment before entering an electric vehicle in the summer. In this scenario, the passenger compartment is very hot, but the battery is not hot because it has not been activated. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M11 mode in the above manner, the passenger compartment can be cooled separately. This approach not only meets user needs but also helps save power and improve the electric vehicle's range.

[0254] M12, battery cooling mode.

[0255] FIG7C illustrates an exemplary schematic diagram of the thermal management system's connectivity in battery-only cooling mode. As shown in FIG7C , in M12 mode, the controller connects the seventh end b27 of the eleven-way valve with the second end b22, the third end b23 of the eleven-way valve with the sixth end b26, the eighth end b28 of the eleven-way valve with the fifth end b25, and the fourth end b24 of the eleven-way valve with the first end b21. The controller then opens the first throttle valve 14 and activates the second, third, and fourth water pumps 22, 21, and 23. In this state, the refrigerant, third, and seventh coolant loops are connected. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange through the first heat exchange tube group and is throttled by the first throttle valve 14 to produce low-temperature, low-pressure refrigerant liquid. This refrigerant is then transferred to the third heat exchange tube group, where it evaporates and absorbs heat. The third heat exchange tube group then exchanges heat with the fourth heat exchange tube group, cooling the coolant in the fourth heat exchange tube group to produce low-temperature coolant. This low-temperature coolant then flows through the cooling core, the seventh end b27 of the eleven-way valve, the second end b22 of the eleven-way valve, the second water pump 22, the battery, the third end b23 of the eleven-way valve, and the sixth end b26 of the eleven-way valve before returning to the fourth heat exchange tube group to cool the battery. Heat in the system is then released to the environment via the seventh coolant loop. The passenger compartment air conditioning can be turned off. The coolant flowing through the cooling and heating cores flows through the air conditioning box assembly 3 and does not significantly affect the cabin temperature.

[0256] In an optional embodiment, the controller can also obtain the temperature of the battery water inlet in real time or periodically to determine the battery temperature. When the battery temperature is higher than the temperature specified by the M12 mode, the controller can increase the opening of the first throttle valve 14 and increase the speed of the compressor 1. In this way, the compressor 1 will compress and obtain a refrigerant gas with a higher pressure and higher temperature. The refrigerant gas will obtain more refrigerant liquid after passing through the water-cooled condenser. After passing through the first throttle valve 14 with a larger opening, more refrigerant liquid will enter the third heat exchange tube group, thereby helping to increase the cooling effect of the third heat exchange tube group on the cooling water in the fourth heat exchange tube group, thereby increasing the cooling effect on the coolant and improving the cooling effect of the battery. When the battery temperature is lower than the temperature specified by the M12 mode, the controller can reduce the opening of the first throttle valve 14 and reduce the speed of the compressor 1 to reduce the cooling effect on the battery.

[0257] In the embodiments of this application, M12 mode is suitable for scenarios such as driving an electric vehicle in spring or autumn. In this scenario, the passenger compartment temperature is relatively comfortable, but the battery temperature may be high due to its constant power supply. Therefore, by adjusting the thermal management system to the connectivity required for M12 mode as described above, the battery can be cooled independently, helping to prevent overheating and ensure user safety.

[0258] M13, mode with battery cooling and passenger compartment heating.

[0259] FIG7D1 illustrates an exemplary connection diagram of a thermal management system in a battery cooling and passenger compartment heating mode. As shown in FIG7D1 , in M13 mode, the controller can connect the seventh end b27 of the eleven-way valve with the second end b22, the third end b23 of the eleven-way valve with the sixth end b26, and the eighth end b28 of the eleven-way valve with the first end b21, open the first throttle valve 14, and start the first water pump 20, the second water pump 22, and the third water pump 21. Alternatively, as shown in FIG7D2 , the controller can connect the seventh end b27 of the eleven-way valve with the second end b22, the third end b23 of the eleven-way valve with the sixth end b26, the eighth end b28 of the eleven-way valve with the fifth end b25, and the fourth end b24 of the eleven-way valve with the first end b21, open the first throttle valve 14, and start the first water pump 20, the second water pump 22, and the third water pump 21. In this case, the refrigerant loop, the first coolant loop, and the third coolant loop are connected, or the refrigerant loop, the first coolant loop, and the eighth coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by compressor 1 undergoes heat exchange through the first heat exchange tube group and is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant enters the third heat exchange tube group and evaporates before returning to compressor 1. The refrigerant liquid in the refrigeration circuit passes through the first and third heat exchange tube groups, providing heat and cooling to the coolant in the second and fourth heat exchange tube groups, respectively. At this point, the high-temperature coolant in the first coolant loop passes from the second heat exchange tube group through the heater core. With the passenger compartment air conditioner in full heat mode, the air conditioner first heats the air through the heater core before blowing out warm air. The low-temperature coolant in the third coolant loop passes through the cold air core, the seventh end b27 of the eleven-way valve, the second end b22 of the eleven-way valve, the second water pump 22, the battery, the third end b23 of the eleven-way valve, and the sixth end b26 of the eleven-way valve, and then returns to the fourth heat exchange tube group to cool the battery.

[0260] In an optional embodiment, the controller can also obtain the temperature of the passenger compartment air outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is lower than the temperature specified by the M13 mode, the controller can increase the speed of the compressor 1 and increase the refrigerant temperature and pressure in the first heat exchange tube group to improve the heating effect of the coolant in the second heat exchange tube group, thereby promoting the temperature increase of the passenger compartment. When the passenger compartment temperature is higher than the temperature specified by the M13 mode, the controller controls the first cooling circuit to switch to the eighth cooling circuit, passing the high-temperature coolant to the front-end cooler to take away more heat. At the same time, the controller can also adjust the opening of the first throttle valve 14 and the speed of the compressor 1 to make the battery water inlet temperature reach the expected level. The specific adjustment method is as described above and will not be repeated here.

[0261] In the embodiments of this application, M13 mode is applicable in scenarios such as when a user is driving an electric vehicle rapidly in winter or driving uphill. In these scenarios, the passenger compartment is affected by the external environment, resulting in a lower temperature. However, rapid movement or uphill driving consumes more power, leading to higher battery temperatures. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M13 mode in the above manner, the passenger compartment can be heated while the battery is cooled. This not only improves user comfort, but also prevents battery overheating and ensures user safety.

[0262] M14, battery natural cooling mode.

[0263] FIG7E exemplarily illustrates a schematic diagram of the connectivity of a thermal management system in a natural battery cooling mode. As shown in FIG7E , in M14 mode, the controller can connect the second end b22 of the eleven-way valve to the fourth end b24 of the eleven-way valve, connect the fifth end b25 of the eleven-way valve to the third end b23 of the eleven-way valve, close the first throttle valve 14, and start the second water pump 22 and the fourth water pump 23. In this case, the ninth coolant loop is connected. The coolant in the ninth coolant loop first flows to the front-end cooling module to be cooled by the temperature of the natural environment, and then flows to the electric drive and battery in sequence to cool the electric drive and battery.

[0264] In the embodiments of the present application, M14 mode is applicable to scenarios such as slow charging of electric vehicles. In this scenario, while the battery may generate some heat while charging, this heat generation is a safety feature specified by the factory settings. Therefore, by adjusting the thermal management system to the connectivity required by M14 mode in the manner described above, the battery can be cooled naturally using only the front-end cooling module, eliminating the need to activate compressor 1 to aggressively cool the battery, thereby conserving energy.

[0265] M15, motor natural cooling mode.

[0266] Figure 7F illustrates a schematic diagram of the thermal management system's connectivity in the natural cooling mode for the electric drive. As shown in Figure 7F , in M15 mode, the controller connects the fourth end b24 of the eleven-way valve to the fifth end b25 of the eleven-way valve, closes the first flow control valve, and activates the fourth water pump 23. In this case, the sixth coolant loop is open. The coolant in the sixth coolant loop first flows to the front-end cooling module, where it is cooled by the ambient temperature, and then flows to the electric drive to cool it.

[0267] In the embodiment of the present application, the scenario to which the M15 mode is applicable is, for example, braking while driving an electric car. In this scenario, braking may cause the electric drive to generate heat, and this heat generation ends in a short time, and there is no need for strong cooling. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M15 mode in the above manner, it is possible to use only the front-end cooling module to naturally cool the electric drive, without starting the compressor 1 to strongly cool the electric drive, thereby saving more electricity.

[0268] M16, a mode in which the passenger compartment and battery are heated simultaneously.

[0269] Figure 7G illustrates a schematic diagram of the thermal management system's connectivity in a simultaneous passenger compartment and battery heating mode. As shown in Figure 7G , in M16 mode, the controller connects the third end b23 of the eleven-way valve with the first end b21, the eighth end b28 of the eleven-way valve with the second end b22, the seventh end b27 of the eleven-way valve with the fifth end b25, and the fourth end b24 of the eleven-way valve with the sixth end b26. The controller then opens the first throttle valve 14, starting the first water pump 20 and the second water pump 22. In this case, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by compressor 1 exchanges heat with the second heat exchange tube group through the first heat exchange tube group. After throttling by the first throttle valve 14, the refrigerant liquid is reduced to a low-temperature, low-pressure state. The liquid enters the third heat exchange tube group for evaporation and returns to compressor 1. The refrigerant in the refrigeration circuit passes through the first and third heat exchange tube groups, providing heat and cooling to the coolant in the second and fourth heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop flows from the second heat exchange tube group through the heater core. Since the passenger compartment air conditioning unit is in full heat mode, the air conditioning unit first heats the air through the heater core before discharging warm air. The high-temperature coolant in the fifth coolant loop then flows through the eighth port b28 of the eleven-way valve, the second port b22 of the eleven-way valve, the second water pump 22, to the battery, then through the third port b23 of the eleven-way valve, the first port b21 of the eleven-way valve, and finally back to the first heat exchange tube group, heating the battery. At this point, the refrigerant energy in the refrigerant loop heats the air in the air conditioning unit, heating the passenger compartment. This energy also heats the battery, thereby improving the synergistic efficiency of the various circuits in the thermal management system. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the speed of compressor 1 to increase the amount of heat absorbed by the coolant in the second heat exchange tube. If the heating effect is excessive, the controller can also simultaneously control the opening of the eleven-way valve toward the battery, mixing it with the battery's own coolant to achieve the desired temperature. The low-temperature coolant in the seventh coolant loop flows from the fourth heat exchange tube group through the cold air core, the seventh end b27 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive, the fourth end b24 of the eleven-way valve, the sixth end b26 of the eleven-way valve, and finally back to the fourth heat exchange tube group. The cooling required by the system is recovered from the environment and the electric drive through the seventh coolant loop.

[0270] In the embodiments of this application, the M16 mode is applicable in scenarios such as when a user is sitting in the passenger compartment of an electric vehicle in winter but not driving the vehicle. In this scenario, the passenger compartment and battery are affected by the external environment, resulting in low temperatures. This low temperature not only impairs the user experience but can also cause significant energy loss due to the battery being in a low temperature state for a long time, reducing the vehicle's range. Therefore, by adjusting the thermal management system to the connectivity required by the M16 mode in the manner described above, the battery can be heated while the passenger compartment is heated, which helps preserve battery charge and improves the user experience.

[0271] M17, mode in which the battery is heated and the passenger compartment is dehumidified.

[0272] Figure 7H illustrates a schematic diagram of the thermal management system's connectivity in a battery heating and passenger compartment dehumidification mode. As shown in Figure 7H , in M17 mode, the controller can connect the seventh end b27 of the eleven-way valve with the fifth end b25, the fourth end b24 of the eleven-way valve with the sixth end b26, the eighth end b28 of the eleven-way valve with the second end b22, and the third end b23 of the eleven-way valve with the first end b21. The first throttle valve 14 is opened, and the first, second, third, and fourth water pumps are started. In this state, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by compressor 1 passes through the first heat exchange tube group, exchanges heat with the second heat exchange tube group, and is throttled by the first throttle valve 14 to produce a low-temperature, low-pressure refrigerant liquid. This liquid enters the third heat exchange tube group, evaporates, and then returns to compressor 1. The refrigerant in the refrigeration circuit passes through the first and third heat exchange tube groups, providing heat and cooling to the coolant in the second and fourth heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop flows from the second heat exchange tube group through the heater core. It then flows through the eighth end b28 of the eleven-way valve, the second end b22 of the eleven-way valve, the second water pump 22, to the battery, then through the third end b23 of the eleven-way valve, the first end b21 of the eleven-way valve, and back to the second heat exchange tube group, heating the battery. The low-temperature coolant in the seventh coolant loop enters the cold air core from the outlet of the fourth heat exchange tube group. The passenger compartment air conditioner is in dehumidification mode. The passenger compartment airflow is first cooled and dehumidified by the cold air core before being heated by the warm air core. The coolant then passes through the seventh and fifth ends b27 and b25 of the eleven-way valve, entering the cooler, the electric drive, and the fourth water pump 23. It then returns to the fourth heat exchange tube group through the fourth and sixth ends b24 and b26 of the eleven-way valve. At this point, both the battery and the electric drive require heating, resulting in excess cooling capacity. Therefore, a certain amount of cooling is exported to the outside world through the cooler. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the speed of compressor 1 to increase the amount of heat absorbed by the coolant in the second heat exchange tube group. The controller can also simultaneously control the opening of the eleven-way valve toward the battery to heat the battery's own coolant and mix it with the battery's own coolant to achieve the desired heating temperature.

[0273] In the embodiments of this application, M17 mode is suitable for scenarios such as a user sitting in the passenger compartment of an electric vehicle on a damp winter day, but not driving the vehicle. In this scenario, the battery is affected by the external environment, resulting in a low temperature, while the passenger compartment is also affected by the external environment, resulting in high humidity. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M17 mode in the above manner, the battery can be heated while the passenger compartment is dehumidified, which not only helps to preserve battery power but also improves the user experience.

[0274] M18, separate heating mode for the crew compartment.

[0275] Figure 7I illustrates a schematic diagram of the thermal management system's connectivity in passenger compartment independent heating mode. As shown in Figure 7I , in M18 mode, the controller connects the first end b21 of the eleven-way valve to the eighth end b28, the seventh end b27 to the fifth end b25, and the fourth end b24 to the sixth end b26. The controller then opens the first throttle valve 14 and starts the first, third, and fourth water pumps 20, 21, and 23. In this configuration, the refrigerant loop, the first coolant loop, and the seventh coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by compressor 1 passes through the first heat exchange tube group, exchanges heat with the second heat exchange tube group, and is throttled by the first throttle valve 14 to produce low-temperature, low-pressure refrigerant liquid. This refrigerant liquid enters the third heat exchange tube group for evaporation before returning to compressor 1. The refrigerant liquid in the refrigeration circuit passes through the first and third heat exchange tube groups, providing heat and cooling to the coolant in the second and fourth heat exchange tube groups, respectively. At this point, the high-temperature coolant in the fifth coolant loop flows from the second heat exchange tube group through the heater core. With the passenger compartment air conditioning unit in full heat mode, the air conditioning unit heats the air through the heater core before blowing out warm air. The high-temperature coolant in the first coolant loop then flows through the eighth end b28 of the eleven-way valve, the first end b21 of the eleven-way valve, and returns to the second heat exchange tube group. The low-temperature coolant in the seventh coolant loop flows from the fourth heat exchange tube group through the cold air core, the seventh end b27 of the eleven-way valve, the fifth end b25 of the eleven-way valve, the cooler, the electric drive, the fourth end b24 of the eleven-way valve, the sixth end b26 of the eleven-way valve, and returns to the fourth heat exchange tube group. The cooling capacity required by the system is recovered from the ambient air and the electric drive via the seventh coolant loop.

[0276] In this embodiment, the M18 mode is suitable for scenarios such as a user sitting in the passenger compartment of an electric vehicle in winter, but the ambient temperature is still within the battery's tolerance range. By adjusting the thermal management system to the connectivity relationship satisfied by the M18 mode in the above manner, the passenger compartment can be heated independently.

[0277] M19, battery heating mode.

[0278] Figure 7J illustrates a schematic diagram of the thermal management system's connectivity in battery-only heating mode. As shown in Figure 7J , in M19 mode, the controller can connect the seventh end b27 of the eleven-way valve with the fifth end b25, the fourth end b24 of the eleven-way valve with the sixth end b26, the eighth end b28 of the eleven-way valve with the second end b22, and the third end b23 of the eleven-way valve with the first end b21. The first throttle valve 14 is opened, and the first, second, third, and fourth water pumps 20, 22, 21, and 23 are started. In this state, the refrigerant loop, the fifth coolant loop, and the seventh coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by compressor 1 passes through the first heat exchange tube group, exchanges heat with the second heat exchange tube group, and after throttling by the first throttle valve 14, produces a low-temperature, low-pressure refrigerant liquid. This enters the third heat exchange tube group, evaporates, and then returns to compressor 1. The refrigerant liquid in the refrigeration circuit passes through the first and third heat exchange tube groups, providing heat and cooling to the coolant in the second and fourth heat exchange tube groups, respectively. Meanwhile, the high-temperature coolant in the fifth coolant loop flows from the second heat exchange tube group through the heater core. With the passenger compartment air conditioning turned off, the passenger compartment intake air passes through the heater core without participating in heat exchange. The high-temperature coolant in the fifth coolant loop then flows through the eighth port b28 of the eleven-way valve, the second port b22 of the eleven-way valve, the second water pump 22, to the battery, then through the third port b23 of the eleven-way valve, the first port b21 of the eleven-way valve, and back to the second heat exchange tube group, heating the battery. The low-temperature coolant in the seventh coolant loop is output from the fourth heat exchange tube group and enters the cold air core. The passenger compartment air conditioning is turned off, and the passenger compartment air entering the cold air core does not participate in heat exchange. The coolant then flows through the seventh port b27 and the fifth port b25 of the eleven-way valve, enters the cooler, the electric drive, the fourth water pump 23, the fourth port b24 of the eleven-way valve, and the sixth port b26 of the eleven-way valve, returning to the fourth heat exchange tube group, completing the heat absorption process from the electric drive and the external environment. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the speed of compressor 1 to increase the heat absorption of the coolant in the second heat exchange tube group. The controller can also simultaneously control the opening of the eleven-way valve toward the battery to mix with the battery's own coolant for heating, achieving the desired heating temperature.

[0279] In the embodiments of this application, M19 mode is applicable in scenarios such as winter when the battery temperature is low due to environmental influences, but the user is not cold or is not in the vehicle. To prevent the battery from being in a low temperature state for a long time, which would cause significant energy loss and reduce the electric vehicle's range, the thermal management system can be adjusted to the connectivity relationship satisfied by M19 mode in the manner described above, thereby achieving the function of heating only the battery.

[0280] The above is merely an illustrative introduction to several modes that can be implemented by the thermal management system in Example 2 of this application. It should be understood that the thermal management system in Example 2 of this application can also implement other modes besides the aforementioned ones, such as: a motor-only cooling mode, a motor-only heating mode, a whole-vehicle dehumidification mode, etc. Moreover, the same mode can actually be implemented through various different loops, and is not limited to the one described above. This application will not further introduce these modes one by one.

[0281] Example 3

[0282] FIG8 exemplarily shows a schematic structural diagram of a thermal management system provided in Example 3 of the present application. As shown in FIG8 , the thermal management system may include a compressor 1, an air conditioning box assembly 3, a water-cooled condenser 2, a water-cooled evaporator 4, a battery, a valve body assembly, a cooler, an electric drive, an outdoor heat exchanger, a first water pump 30, a second water pump 32, a third water pump 31, a fourth water pump 33, a first circuit, a second circuit, a third circuit, a fourth circuit and a fifth circuit; the water-cooled condenser 2 may include a third heat exchange tube group and a fourth heat exchange tube group, and the water-cooled evaporator 4 may include The first heat exchange tube group and the second heat exchange tube group are included, and the air conditioning box assembly 3 may include a warm air core and a cold air core; wherein the valve body assembly includes a nine-way valve; the first circuit includes a main circuit, a first branch circuit and a second branch circuit, the compressor 1, the warm air core and the stop valve are arranged in the main circuit, the outlet of the compressor 1 is connected to the inlet of the warm air core, the outlet of the warm air core is connected to the inlet of the warm air core, the outlet of the warm air core is connected to the inlet c11 of the third heat exchange tube group, the outlet c12 of the third heat exchange tube group is connected to the input end c61 of the outdoor heat exchanger, and the output end of the outdoor heat exchanger is connected to the inlet c61 of the outdoor heat exchanger. c62 is connected to the inlet of the stop valve 38, and the outlet of the stop valve is connected to the inlet of the compressor 1; the first branch is provided with a first throttle valve 36 and a first heat exchange tube group of the water-cooled evaporator 4, the inlet of the first throttle valve 36 is connected to the pipeline between the stop valve 38 and the third heat exchange tube group, the outlet of the first throttle valve 36 is connected to the inlet c31 of the first heat exchange tube group, and the outlet c32 of the first heat exchange tube group is connected to the pipeline between the outlet of the stop valve 38 and the inlet of the compressor 1; the second branch is provided with a second throttle valve 35 and a cold air core, the second throttle valve 35 The inlet of the fourth heat exchange tube group is connected to the pipeline between the stop valve 38 and the output end c62 of the outdoor heat exchanger. The outlet of the second throttle valve 35 is connected to the inlet of the cold air core. The outlet c52 of the cold air core is connected to the pipeline between the outlet of the stop valve 38 and the inlet of the compressor 1. The inlet c14 of the fourth heat exchange tube group is connected to the outlet of the first water pump 30. The inlet of the first water pump 30 is connected to the first end c21 of the nine-way valve. The outlet of the first water pump 30 is connected to the inlet c13 of the second heat exchange tube group. The outlet c14 of the second heat exchange tube group is connected to the second end c28 of the nine-way valve. The outlet c34 of the second heat exchange tube group is connected to the inlet of the third water pump 31. The outlet c34 of the second heat exchange tube group is connected to the fifth end c27 of the nine-way valve. The inlet of the third water pump 31 is connected to the sixth end c26 of the nine-way valve. The third end c22 of the nine-way valve is connected to the inlet of the second water pump 32. The outlet of the second water pump 32 is connected to the inlet of the battery. The outlet of the battery is connected to the fourth end c23 of the nine-way valve. The seventh end c25 of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the fourth water pump 33, the input end of the fourth water pump 33 is connected to the eighth end c24 of the nine-way valve, and the ninth end c29 of the nine-way valve is connected to the pipeline between the cooler and the electric driver.

[0283] The first water pump 30, the fourth heat exchange tube group, and the first and second ends c21 and c28 of the nine-way valve form the second circuit. The second water pump 32, the third end of the battery nine-way valve, and the fourth end of the nine-way valve form the third circuit. The third water pump 31, the second heat exchange tube group, the fifth and sixth ends of the nine-way valve form the fourth circuit. The cooler, electric drive, kettle, fourth water pump 33, the seventh and eighth ends of the nine-way valve form the fifth circuit. The outdoor heat exchanger includes a seventh heat exchange pipe.

[0284] The throttle valve is used to reduce the pressure and expand the gas before evaporation and absorb heat, thereby controlling the flow of refrigerant. When the throttle valve is fully closed, no refrigerant flows through it. In this case, the refrigerant circuit is cut off, and the thermal management system cannot heat or cool the air through the vapor compression cycle.

[0285] It should be noted that the connection relationship between the various components in Figure 8 is merely an example. The positions of the various components within the same loop can be interchanged, and are not limited to the connection relationship illustrated in Figure 8. For example, the fourth water pump 33 in Figure 8 could also be located between the cooler and the electric drive. This position swap does not fundamentally affect the implementation of the solution. The following describes the specific implementation process of the solution using the thermal management system illustrated in Figure 8.

[0286] In an embodiment of the present application, a cooler is disposed in a front-end cooling module, which is also provided with a first fan. The first fan 5 can exchange heat between the ambient temperature and the cooler based on ambient air. Therefore, the heat exchange of the cooler can specifically include heating or cooling. For example, in winter, the temperature of the coolant is lower than the ambient temperature, so the front-end cooling module can heat the coolant based on the ambient temperature. In summer, the temperature of the coolant is higher than the ambient temperature, so the front-end cooling module can also cool the coolant based on the ambient temperature. For ease of understanding, the following description uses the front-end cooling module as an example, but it should be noted that this does not limit the front-end cooling module to being unable to heat. In an embodiment of the present application, the cooling core and the heating core are disposed in the passenger compartment air conditioning box. The passenger compartment air conditioning box assembly can also be provided with a second fan 6. The second fan 6 can directly blow ambient air (neither cooling nor heating) into the passenger compartment, or can cool the ambient air through the evaporator before blowing it out, or can heat the ambient air through the heating core before blowing it out.

[0287] In an optional embodiment, as shown in Figure 8, the thermal management system may further include at least one kettle, the inlet of the kettle may be connected to the outlet of the electric driver, and the outlet of the kettle may be connected to the eighth end c24 of the nine-way valve. The kettle is a container with an opening at the top, the inlet of the kettle is located above the kettle, and the outlet of the kettle is located below the kettle. When the gas-liquid mixture enters the kettle through the inlet of the kettle, the liquid in the gas-liquid mixture will flow to the lower end of the kettle due to gravity and then flow out at the outlet of the kettle, while the gas in the gas-liquid mixture will be retained in the kettle. Therefore, the kettle is actually equivalent to a component for purifying the liquid (so that the liquid is not mixed with gas). In this case, the kettle is set in the coolant loop, so it can purify the coolant liquid in the coolant loop. The purer the coolant liquid, the better the temperature control effect of the coolant loop.

[0288] In an optional embodiment, the thermal management system may further include a liquid storage device, which is used to store liquid in the refrigerant loop. The liquid storage device may be a liquid storage tank or a gas-liquid separator. When the liquid storage device is a liquid storage tank, the liquid storage tank may be arranged outside the output end of the second heat exchange pipe, the input end of the liquid storage tank is connected to the output end of the second heat exchange pipe, and the output end of the liquid storage tank is connected to the input end of the high-pressure pipe. The liquid storage tank is used to store part of the refrigerant liquid in the refrigerant loop. When the liquid storage device is a gas-liquid separator, the input end of the gas-liquid separator may be connected to the input end of the low-pressure pipe, and the output end of the gas-liquid separator may be connected to the input end of the compressor.

[0289] In an optional embodiment, continuing to refer to Figure 8, in order to know the actual temperature and pressure conditions at each key position in the thermal management system to determine whether the temperature control effect needs to be adjusted in the next step, temperature and pressure sensors can also be set at each key position in the thermal management system, such as: temperature and pressure sensor P30, temperature and pressure sensor P31, temperature and pressure sensor P32 and temperature and pressure sensor P33. Among them, the temperature and pressure sensor P30 is set at the outlet of the compressor, and is used to detect the temperature and pressure of the refrigerant output by the compressor. The temperature and pressure sensor P31 is set at the inlet of the compressor, and is used to detect the temperature and pressure of the refrigerant input by the compressor. The temperature and pressure sensor P32 is set at the inlet of the electric drive, and is used to detect the temperature and pressure of the electric drive. The temperature and pressure sensor P33 is set at the inlet of the battery, and is used to detect the temperature and pressure of the battery. It should be understood that the key positions illustrated above are only illustrative, and the present application is not limited to only these key positions.

[0290] According to the above content, it can be seen that the first embodiment of the present application deploys the various components in the thermal management system in the same area as much as possible, which makes the installation position of each component more compact and allows shorter pipe runs between each component. This not only helps to reduce the space occupied by the thermal management system, but also reduces the pressure loss of the liquid when the liquid circulates along the pipeline, thereby improving the cooling efficiency or heating efficiency of the thermal management system.

[0291] In the embodiments of the present application, the various components of the thermal management system can also be modularly designed in an integrated manner. Modular design refers to integrating components with similar functions or structures (which can also be arbitrarily selected components) to form modules. This not only helps to reduce the occupied space, but also allows for free combination of modules to improve design flexibility. There are many ways to achieve modular design, which can be carried out in the same way as in Example 1, and will not be repeated here.

[0292] The following is an example of several loops that can be formed by the thermal management system shown in Figure 8:

[0293] The refrigerant circuit includes a first circuit pre-filled with refrigerant, such as Freon. The refrigerant gas in this circuit is compressed into high-temperature, high-pressure refrigerant gas at compressor 1. It then passes through the heater core, the third heat exchange tube group, and the outdoor heat exchanger, before entering the first heat exchange tube group and the cold air core, respectively, and returning to compressor 1. The high-temperature, high-pressure refrigerant gas output by compressor 1 first exchanges heat with the passenger compartment air in the heater core, heating the air and converting it into medium-temperature, high-pressure refrigerant. It then exchanges heat with the fourth heat exchange tube group in the third heat exchange tube group to produce a low-temperature refrigerant liquid (the corresponding fourth heat exchange tube group produces a high-temperature coolant). This low-temperature refrigerant liquid then flows into the outdoor heat exchanger, where it releases or absorbs heat to the ambient environment, depending on the operating mode, before reentering the parallel third heat exchange tube group and the cold air core. After heat exchange treatment with the second heat exchange tube group in the first heat exchange tube group, high-temperature refrigerant gas is obtained (the corresponding second heat exchange tube group obtains low-temperature coolant after heat exchange), and heat is exchanged between the cold air core and the passenger compartment gas to cool the passenger compartment air.

[0294] The first coolant loop includes a second circuit, and the loop is pre-installed with coolant, for example, a mixture of water and ethanol. The coolant in the loop is driven by the first water pump 30 and returns to the fourth heat exchange tube group after passing through the inlet c13 of the fourth heat exchange tube group, the outlet c14 of the second heat exchange tube group, the second end c28 of the nine-way valve, and the first end c21 of the nine-way valve. When the refrigerant loop is connected, the fourth heat exchange tube group can exchange heat to obtain high-temperature coolant, which circulates in the first coolant loop and then enters the nine-way valve to heat up other coolant loops. When the refrigerant loop is shut off, the second heat exchange tube group cannot perform heat exchange operations, so the normal temperature coolant circulates in the first coolant loop.

[0295] The second coolant loop includes a fourth circuit, and coolant is pre-installed in the loop. The coolant in the loop is driven by the third water pump 31 and passes through the third water pump 31, the inlet c34 of the second heat exchange tube group, the fifth end c27 of the nine-way valve, the sixth end c26 of the nine-way valve and the inlet of the third water pump 31 in sequence to form a loop. When the refrigerant loop is connected, the second heat exchange tube group can exchange heat to obtain low-temperature coolant, and the low-temperature coolant circulates in the second coolant loop, thereby entering the nine-way valve to cool other coolant loops. When the refrigerant loop is shut off, the second heat exchange tube group cannot perform heat exchange operations, so the normal temperature coolant circulates in the second coolant loop.

[0296] The third coolant loop, which includes a third circuit and a fourth circuit, is pre-filled with coolant. The coolant in this loop is driven by the second water pump 32 and the third water pump 31. Starting from the second water pump 32, it flows sequentially through the batteries, the fourth end c23 of the nine-way valve, the sixth end c26 of the nine-way valve, the third water pump 31, the second heat exchange tube group, the fifth end c27 of the nine-way valve, and the third end c22 of the nine-way valve before returning to the second water pump 32. The third coolant loop is an active battery cooling loop. When the low-temperature coolant flows through the nine-way valve, a portion of the flow is distributed to ensure that the battery module water circuit reaches the desired cooling temperature. Alternatively, the second heat exchange tube group can absorb heat from the batteries through the fourth coolant loop, recovering waste heat from the batteries and meeting winter heating needs. When the refrigerant loop is shut down, the second heat exchange tube group cannot perform heat exchange operations, so ambient temperature coolant circulates in the third coolant loop.

[0297] The fourth coolant loop, which includes the third, fourth, and fifth loops, is pre-filled with coolant. The coolant in this loop is driven by the third water pump 31, the second water pump 32, and the fourth water pump 33. Starting from the second water pump 32, the coolant passes through the battery, the fourth end c23 of the nine-way valve, the seventh end c25 of the nine-way valve, the cooler, the electric driver, the fourth water pump 33, the eighth end c24 of the nine-way valve, the sixth end c26 of the nine-way valve, the third water pump 31, the second heat exchange tube group, the fifth end c27 of the nine-way valve, and the second end c22 of the nine-way valve, before returning to the water pump 32. The third coolant loop serves as both active and passive cooling for the batteries. As the low-temperature coolant flows through the nine-way valve, a portion of its flow is distributed to ensure that the battery module water path reaches the desired cooling temperature. The fourth coolant loop is very similar to the third coolant loop, except that the coolant in the second coolant loop flows directly through the nine-way valve to the second heat exchange tube group for cooling, while the coolant in the third coolant loop flows through the nine-way valve and then continues to cool through the front-end cooling module. Therefore, regardless of whether the first refrigerant loop is open, the third coolant loop can cool the battery and electric drive simultaneously. However, when the first refrigerant loop is open, the coolant in the third coolant loop can actively cool through the second heat exchange tube group for heat exchange, and then through the front-end cooling module for secondary cooling, resulting in a more effective cooling effect. From another perspective, the second heat exchange tube group can also absorb heat from the battery and the environment through the fourth coolant loop, realizing waste heat recovery from the battery and meeting winter heating needs. When the first refrigerant loop is closed, the coolant in the third coolant loop is cooled only by the front-end cooling module, effectively cooling the battery and electric drive naturally based on the ambient temperature.

[0298] The fifth coolant loop, comprising the second and third loops, is pre-filled with coolant. The coolant in this loop is driven by the first and second water pumps 30 and 32. Starting from the second water pump 32, it flows sequentially through the batteries, the fourth end c23 of the nine-way valve, the first end c21 of the nine-way valve, the first water pump 30, the fourth heat exchange tube group, the second end c28 of the nine-way valve, and the third end c22 of the nine-way valve before returning to the second water pump 32. The third coolant loop is an active battery heating loop. High-temperature coolant flows through the nine-way valve and a portion of the flow is distributed to ensure that the battery module water circuit reaches the desired heating temperature. When simultaneous heating of the batteries and passenger compartment is required, the refrigerant can exchange heat in the cold air core of the passenger compartment condenser. If this process does not dissipate much heat, the remaining heat is transferred to the coolant through the fourth heat exchange tube group. The coolant then flows through the first and second water pumps 30 and 32 to the batteries, thereby simultaneously heating the passenger compartment and batteries. When the refrigerant loop is shut down, the fourth heat exchange tube group cannot perform heat exchange operation, so the normal temperature coolant circulates in the fifth coolant loop.

[0299] The sixth coolant loop includes the fifth loop, and the coolant is pre-installed in the loop. The coolant in the loop is driven by the fourth water pump 33, and starts from the fourth water pump 33 and passes through the eighth end c24 of the nine-way valve, the seventh end c25 of the nine-way valve, the cooler, the electric drive and then returns to the fourth water pump 33. This loop is an electric drive cooling loop. The coolant is cooled by the front-end cooling module and then flows to the electric drive, thereby naturally cooling the electric drive. If the temperature of the electric drive is too low, part of the coolant output by the fourth water pump 33 can also be directly transmitted to the electric drive through the ninth end c29 of the nine-way valve, and the other part can be transmitted to the electric drive through the seventh end c25 of the nine-way valve and the cooler. In this way, the temperature of the coolant obtained by merging the coolants in the two branches increases, which helps to alleviate the cooling effect on the electric drive.

[0300] The seventh coolant loop, which includes the fourth and fifth loops, is pre-filled with coolant. The coolant in this loop is driven by the third water pump 31 and the fourth water pump 33. Starting from the fourth water pump 33, it passes through the eighth terminal c24 of the nine-way valve, the sixth terminal c26 of the nine-way valve, the third water pump 31, the second heat exchange tube group, the seventh terminal c25 of the nine-way valve, the cooler, the electric drive, and finally returns to the fourth water pump 33. This loop is the electric drive cooling loop. After cooling through the second heat exchange tube group and the front-end cooler, the coolant flows to the electric drive, actively cooling the electric drive. Alternatively, the second heat exchange tube group can absorb heat from the electric drive and the environment through the seventh coolant loop, recovering waste heat from the electric drive and meeting winter heating needs. If the temperature of the seventh coolant loop is higher than the ambient temperature during heating, the coolant output by the fourth water pump 33 can be directly transferred to the electric drive through the ninth terminal c29 of the nine-way valve, preventing heat dissipation into the external environment and causing waste.

[0301] The eighth coolant loop includes the second loop and the fifth loop, and coolant is pre-installed in the loop. The coolant in the loop is driven by the first water pump 30 and the fourth water pump 33, starting from the first water pump 30 and passing through the fourth heat exchange tube group, the second end c28 of the nine-way valve, the seventh end c25 of the nine-way valve, the cooler, the electric drive, the fourth water pump 33, the eighth end c24 of the nine-way valve, the first end c21 of the nine-way valve, and then returning to the first water pump 30. This coolant loop is an electric drive active heating loop. From another perspective, the second heat exchange pipe can also release heat from the electric drive and the environment through the eighth coolant loop to improve system efficiency.

[0302] The ninth coolant loop, which includes the third and fifth loops, is pre-filled with coolant. The coolant in this loop is driven by the second water pump 32 and the fourth water pump 33. Starting from the water pump 33, it flows through the eighth terminal c24 of the nine-way valve, the third terminal c22 of the nine-way valve, the second water pump 32, the battery, the fourth terminal c23 of the nine-way valve, the seventh terminal c25 of the nine-way valve, the cooler, the electric drive, and finally back to the fourth water pump 33. This loop serves as the electric drive and battery cooling loop. After cooling in the front-end cooling module, the coolant flows to the electric drive, naturally cooling the electric drive and battery. If the temperature of the electric drive or battery is too low, a portion of the coolant output from the fourth water pump 33 can be directly supplied to the electric drive through the ninth terminal c29 of the nine-way valve, while the remaining portion is transferred to the electric drive through the seventh terminal c25 of the nine-way valve and the cooler. This combined coolant from the two branches is heated, thereby helping to mitigate the cooling effect on the electric drive and battery.

[0303] It should be understood that the above is only an exemplary introduction to several possible loops, and the thermal management system can also form more loops, which will not be introduced one by one here.

[0304] Based on the above-mentioned loops, the following examples illustrate some modes that can be achieved by the thermal management system in the first embodiment of the present application. In the embodiment of the present application, a controller can also be provided in the electric vehicle, and the control end of each valve component in the thermal management system, the control end of each water pump, and the output end of each temperature and pressure sensor can also be connected to the controller. The controller can not only achieve different temperature modes by controlling each valve component and each water pump, but also obtain the temperature and pressure at each key position from the output end of each temperature and pressure sensor during the control process, and judge whether the current temperature and pressure meet the requirements of the current temperature mode based on the temperature and pressure at each key position. If not, real-time adjustment can be performed to adjust the temperature and pressure to the current temperature mode as much as possible.

[0305] M10, a mode in which the passenger compartment and battery are cooled simultaneously.

[0306] Figure 9A illustrates a schematic diagram of the thermal management system's connectivity in a mode where both the passenger compartment and the battery are cooled simultaneously. As shown in Figure 9A , in M10 mode, the controller connects the fifth end c27 of the nine-way valve to the third end c22, connects the fourth end c23 of the nine-way valve to the sixth end c26, opens the first throttle valve 36, the second throttle valve 35, and the third throttle valve 37, closes the shutoff valve 38, and starts the third water pump 31 and the second water pump 32. In this scenario, the refrigerant loop, the third coolant loop, and the eighth coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the third heat exchange tube group (water-cooled condenser) and the outdoor heat exchanger, where it undergoes heat exchange and throttling to produce a low-temperature, low-pressure refrigerant liquid. The resulting low-temperature, low-pressure refrigerant enters the first heat exchange tube group and the cold air core through the first branch and the second branch, where it evaporates and absorbs heat. The cold air core then evaporates, cooling the passenger compartment air and producing a cooling effect. The first heat exchange tube group cools the coolant in the second heat exchange tube group to produce low-temperature coolant. This low-temperature coolant flows sequentially through the seventh end c27 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, the battery, the fourth end c23 of the nine-way valve, and the sixth end c26 of the nine-way valve before returning to the second heat exchange tube group to cool the battery. Heat in the system can be released to the environment via the eighth coolant loop or the seventh heat exchange pipe in the outdoor heat exchanger. The passenger compartment air conditioning can be set to full cooling mode, so the coolant flowing over the heater core only bypasses the air conditioning box assembly 3 and does not significantly affect the temperature of the driver's cabin.

[0307] In an optional embodiment, the controller can also acquire real-time or periodic data from the passenger compartment air conditioning unit's air outlet and from the battery water inlet, collected by temperature and pressure sensor P32, to determine the passenger compartment and battery temperatures. If either the passenger compartment or battery temperature does not meet the M10 mode requirements, the controller can adjust the openings of the first throttle valve 36 and the second throttle valve 35 to alter the refrigerant flow in the refrigerant circuit to regulate both the passenger compartment and battery temperatures. For example, assuming the M10 mode specifies that the passenger compartment temperature should not exceed 28°C and the battery temperature should not exceed 30°C, if the detected passenger compartment temperature exceeds 28°C, the controller can increase the opening of the first throttle valve 35 to allow more refrigerant to flow through the cooling core, enhancing the cooling effect of the cooling core and, consequently, the passenger compartment. To prevent the coolant from directly impacting the battery, the opening of the second throttle valve 36 is controlled to control the coolant temperature in the second heat exchange pipe, thereby meeting the battery cooling requirements.

[0308] In an optional embodiment, the controller can connect the fifth end c27 of the nine-way valve and the third end c22 of the nine-way valve, connect the fourth end c23 of the nine-way valve and the sixth end c26 of the nine-way valve, connect the eighth end c27 of the nine-way valve and the fifth end c25 of the nine-way valve, connect the fourth end c24 of the nine-way valve and the sixth end c26 of the nine-way valve, start the water pump 30, the water pump 31, the water pump 32, and the water pump 33, open the second throttle valve 35, the first throttle valve 36 and the third throttle valve 37, and close the stop valve 38, so that the heat in the system is transferred to the environment and the electric drive water circuit through the second heat exchange pipe and the seventh heat exchange pipe respectively, thereby further improving the heat exchange capacity on the high-pressure side.

[0309] In the embodiment of the present application, the M10 mode is applicable to scenarios such as a user driving an electric vehicle in the summer. In this scenario, the temperatures of both the passenger compartment and the battery may be very high. Battery overheating may cause accidents such as battery explosion, affecting the user's physical and mental safety. An overheated passenger compartment can also reduce the user experience. For example, if a user is in an overheated environment for a long time, they may suffer from heatstroke. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M10 mode in the manner described above, the passenger compartment and battery can be cooled simultaneously, thereby maximizing the user experience while ensuring safety.

[0310] M11, the passenger compartment is cooled separately.

[0311] FIG9B exemplarily shows a schematic diagram of the connectivity of a thermal management system in a passenger compartment cooling mode. As shown in FIG9B , in the M11 mode, the second throttle valve 35 and the third throttle valve 37 are opened, and the stop valve 38 and the first throttle valve 36 are closed. In this case, the refrigerant loop is connected. The high-temperature and high-pressure refrigerant gas output by the compressor 1 is heat exchanged and throttled by the outdoor heat exchanger to obtain a low-temperature and low-pressure refrigerant liquid, which is then transported to the cold air core to evaporate and absorb heat, thereby cooling the passenger compartment, and then returns to the input port of the compressor 1. The passenger compartment air conditioning can be set to full cooling mode, so the coolant flowing over the warm air core only flows through the air conditioning box as a bypass and does not affect the temperature of the cab.

[0312] In an optional embodiment, the controller may also obtain the temperature of the passenger compartment air conditioning unit outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is higher than the temperature specified in the M11 mode, the controller may increase the opening of the second throttle valve 35 and increase the compressor speed. This will compress the compressor to produce refrigerant gas at a higher pressure and temperature. This refrigerant gas passes through the water-cooled condenser to produce more refrigerant liquid. After passing through the second throttle valve 35 with a larger opening, more refrigerant liquid enters the cold air core, thereby helping to further reduce the passenger compartment evaporator temperature and improve the cooling effect on the passenger compartment. When the passenger compartment temperature is lower than the temperature specified in the M21 mode, the controller may decrease the opening of the second throttle valve 35 and reduce the compressor speed to reduce the cooling effect on the passenger compartment and avoid discomfort to the user.

[0313] In the embodiments of the present application, the M11 mode is suitable for scenarios such as when a user needs to cool down the passenger compartment before entering the vehicle to drive an electric vehicle in the summer. In this scenario, the passenger compartment is very hot, but the battery is not hot because it has not been activated. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M21 mode in the above manner, the passenger compartment can be cooled separately. This approach not only meets user needs but also helps save power and improve the electric vehicle's range.

[0314] M12, battery cooling mode.

[0315] Figure 9C illustrates a schematic diagram of the thermal management system's connectivity in battery-only cooling mode. As shown in Figure 9C , in M12 mode, the controller connects the fifth end c27 of the nine-way valve with the third end c22, connects the fourth end c23 of the nine-way valve with the sixth end c26, opens the first throttle valve 36 and the third throttle valve 37, closes the second throttle valve 35 and the shut-off valve 38, and starts the second water pump 32 and the third water pump 31. In this situation, the refrigerant loop, the third coolant loop, and the seventh coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by compressor 1 undergoes heat exchange in the outdoor heat exchanger and is throttled by first throttle valve 36 to produce low-temperature, low-pressure refrigerant liquid. This refrigerant is then transferred to the first heat exchange tube group, where it evaporates and absorbs heat. The first heat exchange tube group then exchanges heat with the second heat exchange tube group, cooling the coolant in the second heat exchange tube group to produce low-temperature coolant. This low-temperature coolant then passes through the fifth end c27 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, the battery, the fourth end c23 of the nine-way valve, and the sixth end c26 of the nine-way valve before returning to the second heat exchange tube group to cool the battery. Heat in the system is then transferred to the environment via the outdoor heat exchanger.

[0316] In an optional embodiment, the controller can also obtain the temperature of the battery water inlet in real time or periodically to determine the battery temperature. When the battery temperature is higher than the temperature specified by the M12 mode, the controller can increase the opening of the first throttle valve 36 and increase the speed of the compressor. In this way, the compressor will compress the refrigerant gas to obtain a higher pressure and higher temperature. After heat exchange, more refrigerant liquid will enter the first heat exchange tube group after passing through the first throttle valve 36 with a larger opening, thereby helping to increase the cooling effect of the third heat exchange tube group on the cooling water in the fourth heat exchange tube group, thereby increasing the cooling effect on the coolant and improving the cooling effect of the battery. When the battery temperature is lower than the temperature specified by the M12 mode, the controller can reduce the opening of the first throttle valve 36 and reduce the speed of the compressor to reduce the cooling effect on the battery.

[0317] In the embodiments of this application, M12 mode is suitable for scenarios such as driving an electric vehicle in spring or autumn. In this scenario, the passenger compartment temperature is relatively comfortable, but the battery temperature may be high due to its constant power supply. Therefore, by adjusting the thermal management system to the connectivity required for M12 mode as described above, the battery can be cooled independently, helping to prevent overheating and ensure user safety.

[0318] M13, mode with battery cooling and passenger compartment heating.

[0319] Figure 9D illustrates an exemplary thermal management system connectivity diagram for battery cooling and passenger compartment heating. As shown in Figure 9D , in M13 mode, the controller connects the fifth end c27 of the nine-way valve to the third end c22, connects the fourth end c23 of the nine-way valve to the sixth end c26, opens the second throttle valve 35 and the third throttle valve 37, closes the first throttle valve 36 and the shut-off valve 38, and starts the second water pump 32 and the third water pump 31. In this scenario, the refrigerant circuit, the first coolant circuit, and the third coolant circuit are interconnected. The high-temperature, high-pressure refrigerant gas output by compressor 1 undergoes heat exchange with the heater core and the outdoor heat exchanger, producing a low-temperature, low-pressure refrigerant liquid. This refrigerant enters the first heat exchange tube group and evaporates before returning to the compressor. The refrigerant liquid in the refrigeration circuit passes through the heater core to provide heat to the passenger compartment. The passenger compartment air conditioning unit is in full heat mode, so the air is heated by the heater core before being blown out as warm air. The low-temperature coolant in the third coolant loop passes through the fifth end c27 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, the battery, the fourth end c23 of the nine-way valve, and the sixth end c26 of the nine-way valve, and then returns to the second heat exchange tube group to cool the battery.

[0320] In an optional embodiment, the controller can also obtain the temperature of the passenger compartment air outlet in real time or periodically to determine the passenger compartment temperature. When the passenger compartment temperature is lower than the temperature specified by the M13 mode, the controller can increase the compressor speed and increase the refrigerant temperature and pressure in the heater core to improve the heating effect of the passenger compartment condenser and promote the temperature increase of the passenger compartment. When the passenger compartment temperature is higher than the temperature specified by the M13 mode, the controller controls the opening of the third throttle valve 37 to allow the outdoor heat exchanger to throttle and dissipate heat, and pass the high-temperature coolant to the front-end cooler to take away more heat. At the same time, the controller can also adjust the opening of the first throttle valve 36 and the speed of the compressor to make the battery water inlet temperature reach the expected level. The specific adjustment method is as described above and will not be repeated here.

[0321] In the embodiments of this application, M13 mode is applicable in scenarios such as when a user is driving an electric vehicle rapidly in winter or driving uphill. In these scenarios, the passenger compartment is affected by the external environment, resulting in a lower temperature. However, rapid movement or uphill driving consumes more power, leading to higher battery temperatures. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M13 mode in the above manner, the passenger compartment can be heated while the battery is cooled. This not only improves user comfort, but also prevents battery overheating and ensures user safety.

[0322] M14, battery natural cooling mode.

[0323] FIG9E exemplarily shows a schematic diagram of the connection relationship of the thermal management system in the natural cooling mode of the battery. As shown in FIG9E , in the M14 mode, the controller can connect the third end c22 of the nine-way valve and the eighth end c24 of the nine-way valve, connect the seventh end c25 of the nine-way valve and the fourth end c23 of the nine-way valve, close the third throttle valve 37, the first throttle valve 36, the second throttle valve 35 and the stop valve 38, and start the second water pump 32 and the fourth water pump 33. In this case, the ninth coolant loop is connected. The coolant in the ninth coolant loop first flows to the front-end cooling module to be cooled by the temperature in the natural environment, and then flows to the electric drive and the battery in turn to cool the electric drive and the battery.

[0324] In the embodiments of the present application, the M14 mode is applicable to scenarios such as slow charging of electric vehicles. In this scenario, although the battery may generate some heat during charging, this heat generation is a safety phenomenon as specified by the factory settings. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M14 mode in the above manner, the battery can be cooled naturally using only the front-end cooling module, without the need to start the compressor to forcefully cool the battery, thereby saving more power.

[0325] M15, motor natural cooling mode.

[0326] Figure 9F illustrates a schematic diagram of the connectivity of a thermal management system in a motor natural cooling mode. As shown in Figure 9F , in M15 mode, the controller connects the eighth terminal c24 of the nine-way valve to the seventh terminal c25 of the nine-way valve, closes the third throttle valve 37, the first throttle valve 36, the second throttle valve 35, and the shut-off valve 38, and starts the fourth water pump 33. In this case, the sixth coolant loop is open. The coolant in the sixth coolant loop first flows to the front-end cooling module to be cooled by the temperature of the natural environment, and then flows to the electric drive to cool the electric drive.

[0327] In the embodiment of the present application, the scenario to which the M15 mode is applicable is, for example, braking while driving an electric car. In this scenario, braking may cause the electric drive to generate heat, and this heat generation ends in a short time, and there is no need for strong cooling. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by the M15 mode in the above manner, it is possible to use only the front-end cooling module to naturally cool the electric drive, without starting the compressor to strongly cool the electric drive, thereby saving more electricity.

[0328] M16, a mode in which the passenger compartment and battery are heated simultaneously.

[0329] Figure 9G illustrates an exemplary thermal management system connection diagram for simultaneous passenger compartment and battery heating. As shown in Figure 9G , in M16 mode, the controller connects the fourth end c23 of the nine-way valve to the first end c21, the third end c22 of the nine-way valve to the second end c28, opens the third throttle valve 37, opens the shutoff valve 38, closes the second throttle valve 35 and the first throttle valve 36, and starts the first water pump 30 and the second water pump 32. In this case, the refrigerant loop and the fifth coolant loop are interconnected. The high-temperature, high-pressure refrigerant gas output by compressor 1 undergoes heat exchange through the heater core and the third heat exchange tube group, and is throttled by the third throttle valve to produce a low-temperature, low-pressure refrigerant liquid. This refrigerant enters the outdoor heat exchanger for evaporation before returning to the compressor. The passenger compartment air conditioning unit is in full heat mode, so the air is first heated by the heater core before being blown out as warm air. The high-temperature coolant in the fifth coolant loop flows through the second end c28 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, and then to the battery. It then passes through the fourth end c23 of the nine-way valve and the first end c21 of the nine-way valve before returning to the fourth heat exchange tube group to heat the battery. If the coolant's heating capacity cannot meet the battery's heating requirements, the controller increases the compressor speed to increase the amount of heat absorbed by the coolant in the fourth heat exchange tube group. If the heating effect is excessive, the controller can also control the compressor speed to reduce to achieve an appropriate heating temperature. The required cooling capacity of the system is recovered from the environment through the seventh heat exchange pipe of the refrigerant circuit. This mode can be understood as the refrigerant energy in the refrigerant circuit can heat the air in the air conditioning unit, heating the passenger compartment. This energy can also heat the battery, thereby improving the synergistic efficiency of the various circuits in the thermal management system.

[0330] In an optional embodiment, the controller can connect the fourth end c23 of the nine-way valve and the first end c21 of the nine-way valve, connect the second end c28 of the nine-way valve and the third end c22 of the nine-way valve, connect the fifth end c27 of the nine-way valve and the seventh end c25 of the nine-way valve, connect the eighth end c24 of the nine-way valve and the sixth end c26 of the nine-way valve, open the third throttle valve 37, open the stop valve, close the second throttle valve 35 and the first throttle valve 36, start the first water pump 30 and the second water pump 32, and the cooling capacity required by the system is recovered from the environment through the outdoor heat exchanger of the refrigerant circuit. At the same time, the low-temperature coolant of the seventh coolant loop flows from the fourth heat exchange pipe through the fifth end b27 of the nine-way valve, the seventh end b25 of the nine-way valve, the cooler, the electric drive, the eighth end b24 of the nine-way valve, the sixth end b26 of the nine-way valve, and then returns to the second heat exchange tube group, recovering heat from the environment and the electric drive through the seventh coolant loop.

[0331] In the embodiments of this application, the M16 mode is applicable in scenarios such as when a user is sitting in the passenger compartment of an electric vehicle in winter but not driving the vehicle. In this scenario, the passenger compartment and battery are affected by the external environment, resulting in low temperatures. This low temperature not only impairs the user experience but can also cause significant energy loss due to the battery being in a low temperature state for a long time, reducing the vehicle's range. Therefore, by adjusting the thermal management system to the connectivity required by the M16 mode in the manner described above, the battery can be heated while the passenger compartment is heated, which helps preserve battery charge and improves the user experience.

[0332] M17, mode in which the battery is heated and the passenger compartment is dehumidified.

[0333] Figure 9H illustrates a schematic diagram of the thermal management system's connectivity in a battery heating and passenger compartment dehumidification mode. As shown in Figure 9H , in M17 mode, the controller connects the second end c28 of the nine-way valve to the third end c22, and the fourth end c23 of the nine-way valve to the first end c21. The controller then opens the first throttle valve 35 and the third throttle valve 37, closes the shutoff valve 38, and starts the first water pump 30 and the second water pump 32. In this case, the refrigerant loop and the fifth coolant loop are connected. The high-temperature, high-pressure refrigerant gas output by the compressor undergoes heat exchange through the third heat exchange tube group and is throttled by the third throttle valve and the first throttle valve 36 to produce low-temperature, low-pressure refrigerant liquid. This refrigerant liquid enters the cold air core and returns to compressor 1. The refrigerant liquid in the refrigeration circuit passes through the third heat exchange tube group, providing heat to the coolant in the fourth heat exchange tube group. Simultaneously, the refrigerant passes through the warm air core and the cold air core, providing heat and cooling to the passenger compartment condenser and evaporator. The high-temperature coolant in the fifth coolant loop flows through the second end c28 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, to the battery, then through the fourth end c23 of the nine-way valve, the first end c21 of the nine-way valve, and back to the fourth heat exchange tube group to heat the battery. Air entering the passenger compartment first undergoes a cooling and dehumidification process in the cold air core before passing through the warm air core for heating. If excess heat or cooling is present at this point, a certain amount of energy can be exported to the outside world through the outdoor heat exchanger. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the compressor speed to increase the amount of heat absorbed by the coolant in the fourth heat exchange tube group, achieving an appropriate heating temperature.

[0334] In the embodiments of this application, M17 mode is suitable for scenarios such as a user sitting in the passenger compartment of an electric vehicle on a damp winter day, but not driving the vehicle. In this scenario, the battery is affected by the external environment, resulting in a low temperature, while the passenger compartment is also affected by the external environment, resulting in high humidity. Therefore, by adjusting the thermal management system to the connectivity relationship satisfied by M17 mode in the above manner, the battery can be heated while the passenger compartment is dehumidified, which not only helps to preserve battery power but also improves the user experience.

[0335] M18, separate heating mode for the crew compartment.

[0336] Figure 9I illustrates an exemplary thermal management system connectivity diagram for passenger compartment heating alone. As shown in Figure 9I , in M18 mode, the controller opens third throttle valve 37, closes first throttle valve 36, closes second throttle valve 35, and opens shutoff valve 38. In this scenario, the refrigerant circuit is open. High-temperature, high-pressure refrigerant gas output from the compressor undergoes heat exchange through the heater core, providing heat energy to the passenger compartment condenser. It then undergoes heat exchange through the third heat exchange tube assembly and is throttled by third throttle valve 37 to produce low-temperature, low-pressure refrigerant liquid. This liquid enters the outdoor heat exchanger for evaporation before returning to the compressor. The passenger compartment air conditioner is in full heat mode, so the air is first heated by the heater core before being blown out. The cooling capacity required by the system is recovered from the electric drive circuit and the environment via the outdoor heat exchanger. At this time, the ports in the valve body assembly may not be connected to each other, and the energy of the refrigerant in the refrigerant circuit can heat the air in the air-conditioning box assembly to heat the passenger compartment. This energy can also heat the battery, thereby improving the coordinated efficiency of each circuit in the thermal management system.

[0337] In an alternative embodiment, the controller connects the fifth end c27 of the nine-way valve to the seventh end c25, and the eighth end c24 of the nine-way valve to the sixth end c26. It then opens the third throttle valve 37 and the first throttle valve 36, closes the second throttle valve 35 and the shut-off valve, and starts the third water pump 31 and the fourth water pump 33. In this case, the refrigerant circuit and the seventh coolant circuit are connected. The high-temperature, high-pressure refrigerant gas output by the compressor passes through the heater core for heat exchange, providing heat energy to the passenger compartment condenser. It then exchanges heat through the third heat exchange tube group and is throttled by the third throttle valve to produce low-temperature, low-pressure refrigerant liquid. This liquid enters the outdoor heat exchanger and the fourth heat exchange tube group for evaporation before returning to the compressor. The passenger compartment air conditioner is in full heat mode, so the air is first heated by the heater core before being blown out. The cooling energy required by the system is recovered from the electric drive circuit and the environment via the seventh coolant circuit and the outdoor heat exchanger.

[0338] In this embodiment, the M18 mode is suitable for scenarios such as a user sitting in the passenger compartment of an electric vehicle in winter, but the ambient temperature is still within the battery's tolerance range. By adjusting the thermal management system to the connectivity relationship satisfied by the M18 mode in the above manner, the passenger compartment can be heated independently.

[0339] M19, battery heating mode.

[0340] FIG9J exemplarily illustrates a schematic diagram of the connectivity of a thermal management system in a battery-only heating mode. As shown in FIG9J , in M19 mode, the controller can connect the second end c28 of the nine-way valve to the third end c22 of the nine-way valve, and connect the fourth end c23 of the nine-way valve to the first end c21 of the nine-way valve. The third throttle valve 37 and the shut-off valve 38 are opened, the first throttle valve 36 and the second throttle valve 35 are closed, and the first water pump 30 and the second water pump 32 are started. In this case, the refrigerant loop and the fifth coolant loop are open. The high-temperature, high-pressure refrigerant gas output by compressor 1 passes through the heater core without participating in heat exchange. It then undergoes heat exchange through the third heat exchange tube group and is throttled by the third throttle valve to obtain a low-temperature, low-pressure refrigerant liquid. The refrigerant enters the outdoor heat exchanger for evaporation and returns to compressor 1. At this point, the high-temperature coolant in the fifth coolant loop flows from the fourth heat exchange tube group through the second end c28 of the nine-way valve, the third end c22 of the nine-way valve, the second water pump 32, to the battery, then through the fourth end c23 of the nine-way valve, the first end c21 of the nine-way valve, and back to the fourth heat exchange tube group to heat the battery. The required heat is absorbed from the external environment via the outdoor heat exchanger. If the coolant heating capacity cannot meet the battery heating requirements, the controller increases the compressor speed to increase the heat absorption of the coolant in the fourth heat exchange tube group to reach the appropriate heating temperature.

[0341] In the embodiments of this application, M19 mode is applicable in scenarios such as winter when the battery temperature is low due to environmental influences, but the user is not cold or is not in the vehicle. To prevent the battery from being in a low temperature state for a long time, which would cause significant energy loss and reduce the electric vehicle's range, the thermal management system can be adjusted to the connectivity relationship satisfied by M19 mode in the manner described above, thereby achieving the function of heating only the battery.

[0342] The above is merely an illustrative introduction to several modes that can be implemented by the thermal management system in Example 3 of this application. It should be understood that the thermal management system in Example 3 of this application can also implement other modes besides the aforementioned ones, such as a motor-only cooling mode, a motor-only heating mode, a vehicle-wide dehumidification mode, etc. Moreover, the same mode can actually be implemented through various different loops, and is not limited to the one described above. This application will not further introduce these modes one by one.

[0343] In an alternative embodiment, for any of the above embodiments, each coolant flow pipe can be placed in a coolant baseplate, and each refrigerant flow pipe can be placed in a refrigerant baseplate. By encapsulating the pipes in the baseplate, each component can be directly connected to the baseplate for water or inlet, eliminating the need for intervening wiring. This helps further s...

Claims

1. A thermal management system, characterized in that: include: a first circuit, wherein a first heat exchange tube group and a cold air core in the air conditioning box assembly are connected in series to the first circuit, a first water pump is further provided on the first circuit, the cold air core is used to receive the coolant output by the first heat exchange tube group, a first port of the first circuit is in communication with a first end of the valve body assembly, and a second port of the first circuit is in communication with a second end of the valve body assembly; The second circuit is provided with a battery, a second water pump, a first valve body and a second valve body. The first port of the second circuit is connected to the third end of the valve body assembly, and the second port of the second circuit is connected to the fourth end of the valve body assembly. The first valve body is used to allow the coolant passing through the third end or the fourth end of the valve body assembly to flow into the battery through the second water pump and flow back to the fourth end or the third end of the valve body assembly, or the first valve body is used to allow the coolant to flow from the third end or the fourth end of the valve body assembly through the first valve body to the fourth end or the third end of the valve body assembly, and the second valve body is used to allow the coolant in the battery to flow from the second end of the battery through the second valve body and flow back to the first end of the battery.

2. The thermal management system according to claim 1, characterized in that The first valve body is a first three-way valve, and the second valve body is a first one-way valve; The first end of the first three-way valve is communicated with the fourth end of the valve body assembly, the second end of the first three-way valve is communicated with the first end of the battery, the second water pump is arranged on the pipeline between the second end of the first three-way valve and the first end of the battery, the third end of the first three-way valve is communicated with the pipeline between the second end of the battery and the third end of the valve body assembly, the inlet of the first one-way valve is communicated with the pipeline between the third end of the first three-way valve and the second end of the battery, and the outlet of the first one-way valve is communicated with the pipeline between the second end of the first three-way valve and the first end of the battery.

3. The thermal management system according to claim 1, wherein: The first valve body is a first three-way valve, and the second valve body is a second three-way valve; The first end of the first three-way valve is in communication with the fourth end of the valve body assembly and the pipeline between the battery, the second end of the first three-way valve is in communication with the second end of the battery, the third end of the first three-way valve is in communication with the third end of the valve body assembly, the first end of the second three-way valve is in communication with the fourth end of the valve body assembly, the second end of the second three-way valve is in communication with the first end of the battery, the second water pump is arranged on the pipeline between the second end of the second three-way valve and the first end of the battery, and the third end of the second three-way valve is in communication with the second end of the battery and the pipeline between the second end of the first three-way valve and the second end of the battery.

4. The thermal management system according to any one of claims 1 to 3, characterized in that: The thermal management system further includes a third circuit, a fourth circuit, a compressor, a water-cooled condenser and a water-cooled evaporator, the water-cooled evaporator includes a first heat exchange tube group and a second heat exchange tube group, and the water-cooled condenser includes a third heat exchange tube group and a fourth heat exchange tube group; The third circuit is connected in series with a compressor, a third heat exchange tube group and a second heat exchange tube group, wherein the second heat exchange tube group is used for heat exchange with the first heat exchange tube group; The fourth heat exchange tube group and the heater core in the air-conditioning box assembly are connected in series in the fourth circuit, and a third water pump is also provided in the fourth circuit. The first port of the fourth circuit is communicated with the fifth end of the valve body assembly, and the second port of the fourth circuit is communicated with the sixth end of the valve body assembly; wherein, the fourth heat exchange tube is used for heat exchange with the third heat exchange tube group, and the fourth heat exchange tube group is used for transmitting the coolant after heat exchange with the third heat exchange tube group to the heater core, and the third water pump is used for returning the coolant passing through the fifth end of the valve body assembly to the fourth heat exchange tube group.

5. The thermal management system according to claim 4, characterized in that: The third circuit is also provided with a throttling device, which is used to cool down and reduce the pressure of the coolant output by the third heat exchange tube group. The inlet of the first heat exchange tube group is used to receive the low-temperature and low-pressure coolant output by the throttling device.

6. The thermal management system according to claim 4, characterized in that: The thermal management system further includes a cooler, an electric drive, a kettle, and a fourth water pump; The cooler, the electric driver, the kettle and the fourth water pump are sequentially arranged in the fifth circuit, the first port of the fifth circuit is connected to the seventh end of the valve body assembly, the second port of the fifth circuit is connected to the eighth end of the valve body assembly, and the valve body The ninth end of the component is in communication with a pipeline between the cooler and the electric driver.

7. The thermal management system according to claim 6, characterized in that: The valve body assembly is a nine-way valve; In the first circuit, the first end of the nine-way valve is connected to the inlet of the first heat exchange tube group, the outlet of the first heat exchange tube group is connected to the inlet of the first water pump, the outlet of the first water pump is connected to the cold air core, and the outlet of the cold air core is connected to the second end of the nine-way valve; On the second circuit, the fourth end of the nine-way valve is used to communicate with the second end of the battery, and the first end of the battery is used to communicate with the third end of the nine-way valve; On the fourth circuit, the fifth end of the nine-way valve is connected to the inlet of the third water pump, the outlet of the third water pump is connected to the inlet of the fourth heat exchange tube group, the outlet of the fourth heat exchange tube group is connected to the inlet of the heater core, and the outlet of the heater core is connected to the sixth end of the nine-way valve; On the fifth circuit, the seventh end of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the kettle, the outlet of the kettle is connected to the inlet of the fourth water pump, and the outlet of the fourth water pump is connected to the eighth end of the nine-way valve; Wherein, the ninth end of the nine-way valve is communicated with the pipeline between the cooler and the electric driver.

8. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes a heater, which is arranged on the fourth circuit, and the inlet of the heater is connected to the outlet of the fourth heat exchange tube group, and the outlet of the heater is connected to the inlet of the warm air core.

9. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes a third valve body, a fourth valve body, and a fifth valve body, wherein a first end of the third valve body is communicated with the outlet of the first heat exchange tube group, a second end of the third valve body is communicated with the inlet of the cold air core, and a third end of the third valve body is communicated with the second end of the valve body assembly; The first end of the fourth valve body is communicated with the outlet of the warm air core, the second end of the fourth valve body is communicated with the inlet of the cold air core, and the third end of the fourth valve body is communicated with the sixth end of the valve body assembly; The first end of the fifth valve body is communicated with the outlet of the cold air core, the second end of the fifth valve body is communicated with the sixth end of the valve body assembly, and the third end of the fifth valve body is communicated with the sixth end of the valve body assembly; When the warm air core is connected to the high-temperature coolant output by the fourth heat exchange tube group, the coolant output by the warm air core is connected to the cold air core through the first end and the second end of the fourth valve body, and the coolant output by the cold air core is connected to the sixth end of the valve body assembly through the first end of the fifth valve body and the third end of the fifth valve body.

10. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes a sixth valve body, a seventh valve body, and an eighth valve body, wherein a first end of the sixth valve body is communicated with the outlet of the first heat exchange tube group, a second end of the sixth valve body is communicated with the inlet of the cold air core, and a third end of the sixth valve body is communicated with the second end of the valve body assembly; The first end of the seventh valve body is connected to the outlet of the fourth heat exchange tube group, the second end of the seventh valve body is connected to the inlet of the warm air core, and the third end of the seventh valve body is connected to the pipeline between the inlet of the cold air core and the second end of the sixth valve body; The first end of the eighth valve body is in communication with the outlet of the cold air core, the second end of the eighth valve body is in communication with the second end of the valve body assembly, and the third end of the eighth valve body is in communication with the sixth end of the valve body assembly; When the cold air core and the warm air core are both used to connect to the high-temperature coolant output by the fourth heat exchange tube group, the coolant output by the cold air core flows back to the fourth heat exchange tube group through the first end of the eighth valve body, the second end of the eighth valve body, and the sixth and fifth ends of the valve body assembly, and the coolant output by the warm air core flows back to the fourth heat exchange tube group through the sixth and fifth ends of the valve body assembly.

11. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes an air inlet heat exchanger and a ninth valve body, wherein the air inlet heat exchanger is disposed at the inlet of the air conditioning box assembly, the inlet of the air inlet heat exchanger is communicated with the first end of the ninth valve body, and the outlet of the air inlet heat exchanger is communicated with the sixth end of the valve body assembly. The second end of the ninth valve body is communicated with the outlet of the heater core, and the third end of the ninth valve body is communicated with the sixth end of the valve body assembly.

12. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes a tenth valve body, an eleventh valve body, and a twelfth valve body, wherein a first end of the tenth valve body is communicated with the outlet of the first heat exchange tube group, a second end of the tenth valve body is communicated with the inlet of the cold air core, and a third end of the tenth valve body is communicated with the second end of the valve body assembly; The first end of the eleventh valve body is connected to the outlet of the fourth heat exchange tube group, the second end of the eleventh valve body is connected to the inlet of the warm air core, and the third end of the eleventh valve body is connected to the inlet of the cold air core; The first end of the twelfth valve body is communicated with the outlet of the cold air core body, the second end of the twelfth valve body is communicated with the second end of the valve body assembly, and the third end of the eleventh valve body is communicated with the sixth end of the valve body assembly; The cold air core and the warm air core are both used to receive the high-temperature coolant output by the second heat exchange tube group. The coolant output by the cold air core flows back to the fourth heat exchange tube group through the eleventh valve body and the sixth and fifth ends of the valve body assembly. The cold air core is reused as the warm air core. The coolant output by the heater core flows back to the fourth heat exchange tube group through the middle inlet of the fourth heat exchange tube group.

13. The thermal management system according to any one of claims 4 to 7, characterized in that: The thermal management system further includes a thirteenth valve body and a fourteenth valve body, wherein a first end of the thirteenth valve body is communicated with the outlet of the fourth heat exchange tube group, a second end of the thirteenth valve body is communicated with the outlet of the first heat exchange tube group, and a third end of the thirteenth valve body is communicated with the inlet of the heater core; The outlet of the fourteenth valve body is communicated with the pipeline between the warm air core and the valve body assembly, and the inlet of the fourteenth valve body is communicated with the pipeline between the cold air core and the valve body assembly.

14. The thermal management system according to any one of claims 4 to 7, characterized in that: The air conditioning box assembly further includes an additional core body, and the thermal management system further includes a fifteenth valve body, a sixteenth valve body, and a seventeenth valve body; The first end of the fifteenth valve body is communicated with the outlet of the first heat exchange tube group, the second end of the fifteenth valve body is communicated with the inlet of the cold air core, the third end of the fifteenth valve body is communicated with the first end of the sixteenth valve body, the second end of the sixteenth valve body is communicated with the outlet of the fourth heat exchange tube group, the third end of the sixteenth valve body is communicated with the inlet of the warm air core, the inlet of the additional core body is communicated with the pipeline between the third end of the fifteenth valve body and the first end of the sixteenth end, the outlet of the additional core body is communicated with the first end of the seventeenth valve body, the second end of the seventeenth valve body is communicated with the pipeline between the second end of the fifteenth valve body and the inlet of the cold air core, and the third end of the seventeenth valve body is communicated with the pipeline between the third end of the sixteenth valve body and the inlet of the warm air core.

15. The thermal management system according to any one of claims 7 to 14, characterized in that: The thermal management system also includes a heat recovery liquid collector, which is arranged on the third circuit. The inlet of the fifth heat exchange tube group in the heat recovery liquid collector is connected to the outlet of the third heat exchange tube group, the outlet of the fifth heat exchange tube group is connected to the inlet of the throttling device, the inlet of the sixth heat exchange tube group in the heat recovery liquid collector is connected to the outlet of the second heat exchange tube group, and the outlet of the sixth heat exchange tube group is connected to the inlet of the compressor.

16. The thermal management system according to claim 15, wherein: The regenerative liquid collector includes a regenerator and a first gas-liquid separator, the regenerator includes the fifth heat exchange tube group and the sixth heat exchange tube group, the inlet of the first gas-liquid separator is connected to the outlet of the sixth heat exchange tube group, and the outlet of the first gas-liquid separator is connected to the inlet of the compressor.

17. The thermal management system according to claim 15, wherein: The regenerative liquid collector includes a regenerator and a liquid storage tank. The regenerator includes the fifth heat exchange tube group and the sixth heat exchange tube group. The inlet of the fifth heat exchange tube group is connected to the outlet of the liquid storage tank. The inlet of the liquid storage tank is connected to the outlet of the third heat exchange tube group.

18. The thermal management system according to any one of claims 7 to 14, characterized in that: The throttling device is a first throttle valve.

19. The thermal management system according to claim 18, wherein: The thermal management system also includes an outdoor heat exchanger, a second throttle valve and a first valve, one end of the second throttle valve is connected to the outlet of the third heat exchange tube group, the second end of the second throttle valve is connected to the inlet of the outdoor heat exchanger, the outlet of the outdoor heat exchanger is connected to the inlet of the first throttle valve, one end of the first valve is connected to the outlet of the third heat exchange tube group, and the other end of the first valve is connected to the inlet of the first throttle valve.

20. The thermal management system according to claim 18, wherein: The thermal management system also includes a second gas-liquid separator, which is located on the third circuit. The inlet of the second gas-liquid separator is connected to the outlet of the second heat exchanger tube group, and the outlet of the second gas-liquid separator is connected to the inlet of the compressor motor.

21. The thermal management system according to any one of claims 7 to 14, characterized in that: The throttling device includes an ejector and a third gas-liquid separator; The jet end of the ejector is communicated with the outlet of the third heat exchange tube group, the drainage end of the ejector is communicated with the outlet of the second heat exchange tube group, the output end of the ejector is communicated with the inlet of the third gas-liquid separator, the gas phase output end of the third gas-liquid separator is communicated with the inlet of the compressor, and the liquid phase output end of the third gas-liquid separator is communicated with the inlet of the second heat exchange tube group.

22. The thermal management system according to claim 21, wherein: The throttling device further includes a first electronic expansion valve, the inlet of the first electronic expansion valve is communicated with the gas phase output end of the third gas-liquid separator, and the outlet of the first electronic expansion valve is communicated with the inlet of the second heat exchange tube group.

23. The thermal management system according to claim 21 or 22, characterized in that: The throttling device further includes a second electronic expansion valve, the inlet of the second electronic expansion valve is communicated with the outlet of the third heat exchange tube group, and the outlet of the second electronic expansion valve is communicated with the jet end of the ejector.

24. The thermal management system according to claim 21, wherein: The throttling device further includes a third electronic expansion valve, a second valve, a third valve, a fourth valve and a fifth valve; The inlet of the second valve is communicated with the outlet of the third heat exchange tube group, the outlet of the second valve is communicated with the jet end of the ejector, one end of the third valve is communicated with the outlet of the second heat exchange tube group, the other end of the third valve is communicated with the drainage end of the ejector, one end of the fourth valve is communicated with the outlet of the second heat exchange tube group, the other end of the fourth valve is communicated with the pipeline between the output end of the ejector and the inlet of the third gas-liquid separator, one end of the fifth valve is communicated with the liquid phase output end of the third gas-liquid separator, the other end of the fifth valve is communicated with the inlet of the second heat exchange tube group, one end of the third electronic expansion valve is communicated with the pipeline between the inlet of the second valve and the outlet of the third heat exchange tube group, and the other end of the third electronic expansion valve is communicated with the pipeline between the outlet of the fifth valve and the inlet of the second heat exchange tube group.

25. The thermal management system according to claim 7, wherein: The thermal management system further includes a first integrated unit, in which one or more of the first water pump, the second water pump, the third water pump, the fourth water pump, the first valve body, and the valve body assembly are integrated.

26. The thermal management system according to claim 7, wherein: The thermal management system further includes a second integrated unit and a third integrated unit, and the water-cooled condenser, the water-cooled evaporator, the heater and the throttling device are integrated in the second integrated unit.

27. The thermal management system according to claim 7, wherein: The water-cooled condenser, the water-cooled evaporator, the heater, the heat recovery liquid collector, the throttling device and the compressor are integrated in the third integrated unit.

28. A control method for a thermal management system according to any one of claims 1 to 27, characterized in that: Controlling the first end of the valve body assembly to communicate with the third end of the valve body assembly, controlling the second end of the valve body assembly to communicate with the fourth end of the valve body assembly, so that the coolant in the first heat exchange tube group passes through the cold air core to cool the gas passing through the cold air core; Controlling the opening and closing of each end of the first valve body to allow the coolant passing through the cold air core to flow through the second end of the valve body assembly and the fourth end of the valve body assembly, and then back through the first valve body to the third end of the valve body assembly and the first end of the valve body assembly to enter the first heat exchange tube group; controlling the second valve body to allow the coolant in the battery to flow from the second end of the battery through the second valve body and back to the first end of the battery; Or, it is used to allow the cooling liquid passing through the cold air core to flow through the second end of the valve body assembly and the fourth end of the valve body assembly, then through the first valve body and the battery back to the third end of the valve body assembly and the first end of the valve body assembly to enter the first heat exchange tube group.

29. A thermal management system, characterized in that: include: A first circuit is provided with a compressor, an air conditioning box assembly, a water-cooled evaporator and a shut-off valve, wherein the air conditioning box assembly includes a warm air core and a cold air core; The first circuit includes a main circuit, a first branch circuit, and a second branch circuit. The compressor, the heater core, and the shut-off valve are arranged in the main circuit. The outlet of the compressor is connected to the inlet of the heater core. The outlet of the heater core is used to connect to the inlet of the shut-off valve. The outlet of the shut-off valve is connected to the inlet of the compressor. The first branch is provided with a first throttle valve and a first heat exchange tube group of the water-cooled evaporator, the inlet of the first throttle valve is connected to the pipeline between the stop valve and the heater core, the outlet of the first throttle valve is connected to the inlet of the first heat exchange tube group, and the outlet of the first heat exchange tube group is connected to the pipeline between the outlet of the stop valve and the inlet of the compressor; A second throttle valve and the cold air core are provided on the second branch, the inlet of the second throttle valve is connected to the pipeline between the stop valve and the warm air core, the outlet of the second throttle valve is connected to the inlet of the cold air core, and the outlet of the cold air core is connected to the pipeline between the outlet of the stop valve and the inlet of the compressor.

30. The thermal management system according to claim 29, wherein: The thermal management system further includes a water-cooled condenser, a valve body assembly, a second circuit and a third circuit, wherein the water-cooled condenser includes a third heat exchange tube group and a fourth heat exchange tube group; The inlet of the third heat exchange tube group is connected to the outlet of the heater core, and the outlet of the third heat exchange tube group is connected to the inlet of the stop valve; The second circuit is provided with a first water pump and the fourth heat exchange tube group, the fourth heat exchange tube group is used for heat exchange with the third heat exchange tube group, the first port of the second circuit is communicated with the first end of the valve body assembly, and the second port of the second circuit is communicated with the second end of the valve body assembly; The third circuit passes through the battery to perform heat exchange with the battery. A second water pump is provided on the third circuit for flowing coolant in the third circuit. The first port of the third circuit is connected to the third end of the valve body assembly, and the second port of the third circuit is connected to the fourth end of the valve body assembly.

31. The thermal management system according to claim 30, wherein: The thermal management system further includes a fourth loop, and the water-cooled evaporator includes a first heat exchange tube group and a second heat exchange tube group; The fourth circuit is provided with a third water pump and a second heat exchange tube group of the water-cooled evaporator. The second heat exchange tube group is used for heat exchange with the first heat exchange tube group. The first port of the fourth circuit is connected to the fifth end of the valve body assembly, and the second port of the fourth circuit is connected to the sixth end of the valve body assembly.

32. The thermal management system according to claim 30, wherein: A third throttle valve and an outdoor heat exchanger are also provided on the main circuit; the inlet of the third throttle valve is connected to the outlet of the third heat exchange tube group, the outlet of the third throttle valve is connected to the inlet of the outdoor heat exchanger, and the outlet of the outdoor heat exchanger is connected to the inlet of the stop valve.

33. The thermal management system according to any one of claims 30 to 32, characterized in that: The thermal management system also includes a fifth circuit, and a cooler, an electric driver, a kettle and a fourth water pump arranged on the fifth circuit. The first port of the fifth circuit is connected to the seventh end of the valve body assembly, the second port of the fifth circuit is connected to the eighth end of the valve body assembly, and the ninth end of the valve body assembly is connected to the pipeline between the cooler and the electric driver.

34. The thermal management system according to claim 33, wherein: The valve body assembly is a nine-way valve; In the second circuit, the first end of the nine-way valve is connected to the inlet of the first water pump, the outlet of the first water pump is connected to the inlet of the fourth heat exchange tube group, and the outlet of the fourth heat exchange tube group is connected to the second end of the nine-way valve; On the third circuit, the third end of the nine-way valve is connected to the inlet of the second water pump, the outlet of the second water pump is connected to the inlet of the battery, and the outlet of the battery is connected to the fourth end of the nine-way valve; In the fourth circuit, the fifth end of the nine-way valve is connected to the inlet of the third water pump, the outlet of the third water pump is connected to the inlet of the second heat exchange tube group, and the outlet of the second heat exchange tube group is connected to the sixth end of the nine-way valve; On the fifth circuit, the seventh end of the nine-way valve is connected to the inlet of the cooler, the outlet of the cooler is connected to the inlet of the electric driver, the outlet of the electric driver is connected to the inlet of the kettle, and the outlet of the kettle is connected to the inlet of the fourth water pump. The outlet of the fourth water pump is connected to the eighth end of the nine-way valve; Wherein, the ninth end of the nine-way valve is communicated with the pipeline between the cooler and the electric driver.

35. A thermal management system, characterized in that: include: Compressor, first tube group, second tube group, throttling device and heat recovery liquid collector; The outlet of the compressor is connected to the inlet of the first tube group, the outlet of the first tube group is connected to the inlet of the third tube group in the heat recovery liquid collector, the outlet of the third tube group is connected to the inlet of the throttling device, the outlet of the throttling device is connected to the inlet of the second tube group, the outlet of the second tube group is connected to the inlet of the fourth tube group in the heat recovery liquid collector, and the outlet of the fourth tube group is connected to the inlet of the compressor.

36. The thermal management system according to claim 35, characterized in that The regenerative liquid collector includes a regenerator and a gas-liquid separator. The regenerator includes the third tube group and the fourth tube group. The inlet of the gas-liquid separator is connected to the outlet of the fourth tube group. The outlet of the gas-liquid separator is connected to the inlet of the compressor.

37. The thermal management system according to claim 35, wherein: The regenerative liquid collector includes a regenerator and a liquid storage tank. The regenerator includes the third tube group and the fourth tube group. The inlet of the third tube group is connected to the outlet of the liquid storage tank. The inlet of the liquid storage tank is connected to the outlet of the first tube group.

38. A vehicle, characterized in that: A thermal management system according to any one of claims 1 to 27 and 29 to 37.

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