Thermal management system and method and vehicle

Abstract

The invention relates to a thermal management system and method and a vehicle. The thermal management system comprises a heat exchanger, a refrigerant circulation loop and a cooling liquid circulation loop. The refrigerant circulation loop is coupled with the cooling liquid circulation loop through the heat exchanger; the cooling liquid circulation loop comprises a battery heat exchange structure and a first multi-way valve; the first multi-way valve is used for connecting or disconnecting a cooling liquid pipeline between the cooling liquid outlet end of the heat exchanger and the cooling liquid inlet end of the battery heat exchange structure and connecting or disconnecting a cooling liquid pipeline between the cooling liquid outlet end of the battery heat exchange structure and the cooling liquid inlet end of the battery heat exchange structure. Through cooperation of the first multi-way valve, the temperature of the cooling liquid flowing through the battery heat exchange structure can be moderate, and when the cooling liquid passes through the battery, the situation that the service life of the battery and the working efficiency of the battery are affected due to the fact that the battery is too hot or too cold is avoided.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and more particularly to a thermal management system, method and vehicle. Background Art

[0002] Usually, in the heat pump air-conditioning system of a vehicle, a heat exchanger that releases heat and a heat exchanger that releases cold are provided. When the temperature of the battery in the vehicle is too high and needs to be cooled, the coolant circulation loop will be connected to the heat exchanger that releases cold and the battery heat exchange structure, so that the low-temperature coolant flowing out of the heat exchanger flows directly to the coolant pipe in the battery heat exchange structure to cool the battery; and when the temperature of the battery in the vehicle is too low and needs to be heated, the coolant circulation loop will be connected to the heat exchanger that releases heat and the battery heat exchange structure, so that the high-temperature coolant flowing out of the heat exchanger flows directly to the coolant pipe in the battery heat exchange structure to heat the battery.

[0003] However, when the battery is cooled or heated in the above manner, the coolant flows directly to the battery heat exchange structure to complete the cycle, which may cause the battery to be overcooled or overheated due to the coolant temperature being too low or too high, thereby affecting the battery life and battery performance. Summary of the invention

[0004] In order to solve the above technical problems, the present disclosure provides a thermal management system, method and vehicle.

[0005] In a first aspect, the present disclosure provides a thermal management system, comprising: a heat exchanger, a refrigerant circulation loop and a coolant circulation loop; the refrigerant circulation loop is coupled to the coolant circulation loop through the heat exchanger; the coolant circulation loop comprises a battery heat exchange structure and a first multi-way valve;

[0006] The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0007] In some embodiments, the heat exchanger includes a first heat exchanger and a second heat exchanger; the first heat exchanger is a device for absorbing heat by evaporation of the refrigerant in the refrigerant pipe; the second heat exchanger is a device for releasing heat by condensation of the refrigerant in the refrigerant pipe;

[0008] The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet of the first heat exchanger and the coolant inlet of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure;

[0009] The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0010] In some embodiments, the coolant circulation loop further includes a second multi-way valve, a low-temperature radiator, and a heater core;

[0011] The second multi-way valve is used to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core.

[0012] In some embodiments, the coolant circulation loop includes a drive system heat exchange structure, a low-temperature radiator, a third multi-way valve, a first reversing valve, and a second reversing valve;

[0013] The third multi-way valve is arranged on the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator, and is used to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator;

[0014] The first reversing valve is used to switch the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a conducting state, or a coolant pipeline between the battery heat exchange structure and the first heat exchanger to a shutoff state;

[0015] The second reversing valve is used to switch the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a conducting state, or the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a shutoff state.

[0016] In some embodiments, the coolant circulation loop further includes a fourth multi-way valve, a drive system heat exchange structure, and a low-temperature radiator;

[0017] The fourth multi-way valve is located between the coolant outlet of the drive system heat exchange structure and the coolant inlet of the low-temperature radiator, and on the coolant pipeline between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator;

[0018] The fourth multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the drive system heat exchange structure and the coolant inlet end of the low-temperature radiator, and to open or close the coolant pipeline between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

[0019] In some embodiments, the coolant circulation loop further includes a heater core and a passenger compartment evaporator;

[0020] The passenger compartment evaporator is arranged on a coolant pipeline between a coolant outlet end of the first heat exchanger and a coolant inlet end of the first heat exchanger;

[0021] The warm air core is arranged on a coolant pipeline between a coolant outlet end of the second heat exchanger and a coolant inlet end of the second heat exchanger.

[0022] In some embodiments, the coolant circulation loop includes a heater core and a passenger compartment evaporator arranged in parallel.

[0023] In some embodiments, the coolant circulation loop further includes a heater core, a passenger compartment evaporator, a fifth multi-way valve, and a sixth multi-way valve;

[0024] The coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the fifth multi-way valve;

[0025] The coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the sixth multi-way valve.

[0026] In some embodiments, the coolant circulation loop further includes a shutoff valve connected in parallel with the heater core;

[0027] The stop valve is used to open or close the coolant pipeline where the stop valve is located.

[0028] In some embodiments, the coolant circulation loop further includes a third reversing valve;

[0029] The third reversing valve is used to switch the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator to a conducting state, or the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator to a shutoff state.

[0030] In a second aspect, the present disclosure further provides a thermal management method, applicable to any thermal management system provided in the first aspect, the method comprising:

[0031] Obtain the thermal management requirements of the vehicle;

[0032] Based on the thermal management requirements of the vehicle, the first multi-way valve is controlled to open or close the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0033] In a third aspect, the present disclosure further provides a vehicle, comprising a thermal management system as described in any one of the first aspects.

[0034] Compared with the prior art, the technical solution provided by the present invention has the following advantages:

[0035] The thermal management system provided by the present disclosure includes: a heat exchanger, a refrigerant circulation loop and a coolant circulation loop; the refrigerant circulation loop is coupled to the coolant circulation loop through the heat exchanger; the coolant circulation loop includes a battery heat exchange structure and a first multi-way valve. The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet of the heat exchanger and the coolant inlet of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure. In the embodiment of the present disclosure, the thermal management system performs heat exchange through the refrigerant circulation loop and the coolant circulation loop to provide the required heat or cold for the battery, and the coolant circulation loop includes not only the battery heat exchange structure, but also the first multi-way valve. By controlling the opening or closing of each port of the first multi-way valve, the path of the coolant in the coolant circulation loop after flowing out from the coolant outlet of the battery heat exchange structure can be controlled. In the prior art, when cooling or heating a battery, the coolant usually flows out through the coolant outlet of the battery heat exchange structure, and then passes through the heat exchanger. After the coolant exchanges heat (heats up or cools down) at the heat exchanger, it directly returns to the coolant inlet of the battery heat exchange structure. The coolant after cooling or heating is directly provided to the battery heat exchange structure, which is easy to cause the temperature to be too high or too low, and is not within the optimal temperature range corresponding to the battery when it is working, affecting the working efficiency and life of the battery. Therefore, the embodiment of the present disclosure provides a first multi-way valve. After the coolant in the coolant circulation loop flows out through the coolant outlet of the battery heat exchange structure, it is divided into two paths. One path of the coolant is provided to the first multi-way valve because it carries the residual heat released by the battery heat exchange structure. The other path of the coolant passes through the heat exchanger, exchanges heat at the heat exchanger, and the temperature of the coolant changes greatly, and is also provided to the first multi-way valve. The two paths of coolant with different temperatures are mixed at the first multi-way valve. The temperature of the coolant that has not passed through the heat exchanger can neutralize the temperature of the coolant that has passed through the heat exchanger, so that the temperature of the mixed coolant is moderate. The coolant flows into the battery heat exchange structure through the inlet end of the battery heat exchange structure, so the temperature of the battery heat exchange structure is moderate, and the battery will not be overheated or overcooled. Therefore, the embodiment of the present disclosure can make the temperature of the coolant flowing through the battery heat exchange structure moderate through the cooperation of the first multi-way valve, and when the coolant passes through the battery, the battery is prevented from being overheated or overcooled, which affects the battery life and battery working efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0037] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0038] Figure 1 A schematic diagram of the structure of a thermal management system provided by an embodiment of the present disclosure;

[0039] Figure 2 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0040] Figure 3 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0041] Figure 4 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0042] Figure 5 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0043] Figure 6 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0044] Figure 7 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0045] Figure 8 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0046] Fig. 9 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0047] Fig.10 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0048] Fig.11 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0049] Fig.12 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0050] Fig.13A schematic diagram of a thermal management method provided in an embodiment of the present disclosure;

[0051] Fig.14 A schematic diagram of the working principle of a thermal management system provided in an embodiment of the present disclosure;

[0052] Fig.15 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0053] Fig.16 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0054] Fig.17 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0055] Fig.18 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0056] Fig.19 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0057] Fig. 20 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0058] Fig.21 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0059] Fig. 22 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0060] Fig.23 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0061] Fig.24 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure.

[0062] Among them, the figure markings are: 1, refrigerant circulation loop; 2, coolant circulation loop; 11, first heat exchanger; 12, second heat exchanger; 101, air supply plate exchange; 102, liquid storage tank; 103, compressor; 104, first throttle valve; 105, first electronic water pump; 106, second electronic water pump; 107, third electronic water pump; 108, fourth electronic water pump; 21, battery heat exchange structure; 22, low-temperature radiator; 23, heater core; 24, passenger compartment evaporator; 25, battery heat exchange structure; 201, first multi-way valve; 202, second multi-way valve; 203, third multi-way valve; 204, first reversing valve; 205, second reversing valve; 206, fourth multi-way valve; 207, fifth multi-way valve; 208, sixth multi-way valve; 209, stop valve; 210, third reversing valve. DETAILED DESCRIPTION

[0063] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0064] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0065] A thermal management system, method and vehicle provided by an embodiment of the present disclosure are exemplarily described below with reference to the accompanying drawings.

[0066] The present disclosure provides a thermal management system. Figure 1 A schematic diagram of a thermal management system provided by an embodiment of the present disclosure is shown in FIG. Figure 1 As shown, the thermal management system includes: a heat exchanger, a refrigerant circulation loop 1 and a coolant circulation loop 2; the refrigerant circulation loop 1 is coupled to the coolant circulation loop 2 through the heat exchanger; the coolant circulation loop 2 includes a battery heat exchange structure 21 and a first multi-way valve 201.

[0067] The first multi-way valve 201 is used to open or close the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure 21, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 21 and the coolant inlet end of the battery heat exchange structure 21.

[0068] In the disclosed embodiment, the thermal management system includes a heat exchanger, a refrigerant circulation loop 1 and a coolant circulation loop 2. Among them, the refrigerant circulation loop 1 is a circulation loop for cooling or heating, and there is a refrigerant in the circulation loop. The coolant circulation loop 2 drives the circulation of heat or cold through the flow of coolant. Since the refrigerant circulation loop 1 is coupled with the coolant circulation loop 2 through the heat exchanger, the heat exchanger is connected to the refrigerant circulation loop and the coolant circulation loop respectively. Therefore, heat exchange can be completed at the location of the heat exchanger through the coolant to complete the heat exchange of the thermal management system.

[0069] The coolant circulation loop 2 includes a battery heat exchange structure 21 and a first multi-way valve 201. The refrigerant circulation loop 1 is coupled to the coolant circulation loop 2 through a heat exchanger, and the heat exchanger is connected to the refrigerant circulation loop 1 and the coolant circulation loop 2 respectively. When the battery needs to be cooled or heated, the coolant flows out through the coolant outlet of the battery heat exchange structure 21 and then passes through the heat exchanger for heat exchange. Since the coolant circulation loop 2 also includes the first multi-way valve 201, wherein port 1 of the first multi-way valve 201 is connected to the coolant inlet of the battery heat exchange structure 21, port 2 of the first multi-way valve 201 is connected to the coolant outlet of the heat exchanger, port 3 of the first multi-way valve 201 is connected to the coolant outlet of the heat exchanger, and port 4 of the first multi-way valve 201 is connected to the coolant outlet of the battery heat exchange structure 21.

[0070] Since different ports of the first multi-way valve 201 are respectively connected to the heat exchanger 11 and the liquid inlet or outlet of the battery heat exchange structure, by controlling the conduction or shutdown of each port of the first multi-way valve 201, the path of the coolant in the coolant circulation loop 2 after flowing out from the coolant outlet of the battery heat exchange structure 21 can be controlled.

[0071] For example, when cooling the battery, one path of coolant carrying the residual temperature of the battery directly returns to the coolant inlet end of the battery heat exchange structure 21, and the other path can be cooled by the heat exchanger and then returned to the coolant inlet end of the battery heat exchange structure 21. The temperature of the two coolants after mixing will not be too low, which is more suitable for the working temperature of the battery. Or when heating the battery, one path of coolant carrying the residual temperature of the battery directly returns to the coolant inlet end of the battery heat exchange structure 21, and the other path of coolant returns to the coolant inlet end of the battery heat exchange structure after heating by the heat exchanger. The temperature of the two coolants after mixing will not be too high, which is more suitable for the working temperature of the battery.

[0072] In the thermal management system provided in the embodiment of the present disclosure, the thermal management system performs heat exchange through a refrigerant circulation loop and a coolant circulation loop to provide the required heat or cold for the battery, and the coolant circulation loop includes not only a battery heat exchange structure, but also a first multi-way valve. By controlling the conduction or shutoff of each port of the first multi-way valve, the path of the coolant in the coolant circulation loop after it flows out from the coolant outlet of the battery heat exchange structure can be controlled. In the prior art, when cooling or heating the battery, the coolant usually flows out through the coolant outlet of the battery heat exchange structure, and then passes through the heat exchanger. After the coolant exchanges heat (heating or cooling) at the location of the heat exchanger, it directly returns to the coolant inlet of the battery heat exchange structure. The cooled or heated coolant is directly provided to the battery heat exchange structure, which easily leads to excessively high or low temperatures, and is not within the optimal temperature range corresponding to the battery when it is working, affecting the working efficiency and life of the battery. Therefore, the embodiment of the present disclosure provides a first multi-way valve. After the coolant in the coolant circulation loop flows out through the coolant outlet of the battery heat exchange structure, it is divided into two paths. One path of coolant is provided to the first multi-way valve because it carries the residual heat released by the battery heat exchange structure. The other path of coolant passes through the heat exchanger, exchanges heat at the heat exchanger, and the coolant temperature changes greatly, and is also provided to the first multi-way valve. The two paths of coolant with different temperatures are mixed at the first multi-way valve. The temperature of the coolant that has not passed through the heat exchanger can neutralize the temperature of the coolant that has passed through the heat exchanger, so that the temperature of the mixed coolant is moderate. The coolant inlet of the battery heat exchange structure flows into the battery heat exchange structure, so the temperature of the battery heat exchange structure is moderate, and the battery will not be overheated or overcooled. Therefore, the embodiment of the present disclosure can make the temperature of the coolant flowing through the battery heat exchange structure moderate through the cooperation of the first multi-way valve. When the coolant passes through the battery, the battery is prevented from overheating or overcooling, which affects the battery life and battery working efficiency.

[0073] Optionally, the refrigerant circulation loop 1 also includes an air supply plate exchanger 101, a liquid storage tank 102, a compressor 103 and a first throttle valve 104, wherein the liquid storage tank 102 stores refrigerant. Compared with the refrigerant circulation loop in the prior art, the embodiment of the present disclosure adds an air supply plate exchanger 101, and the coolant evaporates through the air supply plate exchanger 101 and enters the compressor 103, thereby increasing the suction enthalpy and humidity of the compressor 103 and reducing the exhaust temperature, thereby improving the low-temperature heating effect of the heat exchanger. When the temperature is lower, the heating capacity is improved by increasing the enthalpy through air supply, and the length of the refrigerant pipeline can be shortened, thereby reducing the volume of the air-conditioning box placed at the front end of the vehicle.

[0074] It should be noted that the refrigerant in the refrigerant circulation loop 1 may be R290, which may also be called propane, with a molecular formula of C3H8. In some scenarios, R134a, which may also be called 1,1,1,2-tetrafluoroethane, with a chemical formula of C2H2F4, may also be used. Alternatively, in some scenarios, CO2, i.e., carbon dioxide, may also be used. The embodiments of the present disclosure do not limit this, and may be selected according to actual conditions.

[0075] In some embodiments, Figure 1 As shown, the heat exchanger includes a first heat exchanger and a second heat exchanger; the first heat exchanger is a device for absorbing heat by evaporating the refrigerant in the refrigerant pipe; the second heat exchanger is a device for releasing heat by condensing the refrigerant in the refrigerant pipe.

[0076] The heat exchanger includes a first heat exchanger 11 and a second heat exchanger 12. The first heat exchanger 11 and the second heat exchanger 12 are both provided with a refrigerant pipe and a coolant pipe. The refrigerant pipe in the first heat exchanger 11 is a pipe connected to the left side of the first heat exchanger 11, and the coolant pipe is a pipe connected to the top and bottom of the first heat exchanger 11. The refrigerant pipe in the second heat exchanger 12 is a pipe on the top and the right side of the bottom of the second heat exchanger 12. The coolant pipe in the first heat exchanger 11 and the coolant pipe in the second heat exchanger 12 are both connected to the coolant circulation circuit 2. The first heat exchanger 11 is a device for evaporating the refrigerant in the refrigerant pipe to absorb heat, and the second heat exchanger 12 is a device for condensing the refrigerant in the refrigerant pipe to release heat. The refrigerant in the refrigerant pipes of the first heat exchanger 11 and the second heat exchanger 12 performs heat exchange with the coolant in the coolant pipe.

[0077] Exemplarily, when the heat exchanger includes a first heat exchanger 11 and a second heat exchanger 12, the connection relationship between the first multi-way valve and the first heat exchanger 11, the second heat exchanger 12 and the battery heat exchange structure 21 is as follows:

[0078] Port 1 of the first multi-way valve 201 is connected to the coolant inlet end of the battery heat exchange structure 21, port 2 of the first multi-way valve 201 is connected to the coolant outlet end of the second heat exchanger 12, port 3 of the first multi-way valve 201 is connected to the coolant outlet end of the first heat exchanger 11, and port 4 of the first multi-way valve 201 is connected to the coolant outlet end of the battery heat exchange structure 21. Therefore, different ports of the first multi-way valve 201 are respectively connected to the first heat exchanger 11 and the second heat exchanger 12. By controlling the conduction or shutdown of each port of the first multi-way valve 201, the path of the coolant in the coolant circulation loop 2 after flowing out from the coolant outlet end of the battery heat exchange structure 21 can be controlled.

[0079] The first multi-way valve 201 is used to open or close the coolant pipeline between the coolant outlet end of the first heat exchanger 11 and the coolant inlet end of the battery heat exchange structure 21, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 21 and the coolant inlet end of the battery heat exchange structure 21.

[0080] For example, Figure 2 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 2 As shown, when the thermal management requirement is battery cooling, in order to quickly cool down the battery and prevent damage to the battery due to too low temperature, the first multi-way valve 201 is controlled to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 21, and to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21. At this time, port 1, port 3 and port 4 of the first multi-way valve 201 are in the conducting state, and port 2 of the first multi-way valve 201 is in the closed state.

[0081] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21, it is divided into two paths. One path of the coolant has a higher temperature because it carries the residual heat released by the battery heat exchange structure. It flows in through port 4 of the first multi-way valve 201 and flows out from port 1 of the first multi-way valve 201. The temperature of this path of coolant is relatively high and is not cooled down. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of this path of coolant. The cooled coolant returns to port 3 of the first multi-way valve 201 and flows out from port 1 of the first multi-way valve 201. The temperature of this path of coolant is relatively low, lower than the temperature of the coolant passing through the first heat exchanger 11. Both paths of coolant flow out from port 1 of the first multi-way valve 201. Therefore, the coolant with a higher temperature is mixed with the coolant with a lower temperature, and the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 21, which can not only cool the battery heat exchange structure 21, but also will not affect the battery life and the working efficiency of the battery. Compared with the prior art in which the coolant is directly circulated to the battery heat exchange structure 21 after being cooled by the first heat exchanger 11, the method provided in the embodiment of the present disclosure mixes the coolant with a higher temperature with the coolant with a lower temperature, so that the temperature of the coolant flowing through the battery heat exchange structure 21 is moderate, and when the coolant passes through the battery, the battery is prevented from being overcooled, which affects the battery life and the working efficiency of the battery.

[0082] Optionally, in some scenarios, it may only be necessary for the coolant in the coolant circulation loop 2 to flow out through the coolant outlet of the battery heat exchange structure 21, and then be cooled by the first heat exchanger 11 and circulate to the battery heat exchange structure 2. In this case, the ports 1 and 3 of the first multi-way valve 201 can be controlled to be in a conducting state, and the ports 1 and 2 of the first multi-way valve 201 can be in a closed state. That is, the coolant pipeline between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 21 is conducting, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21 is closed.

[0083] The first multi-way valve 201 is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger 12 and the coolant inlet end of the battery heat exchange structure 21, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 21 and the coolant inlet end of the battery heat exchange structure 21.

[0084] For example, Figure 3 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 3 As shown, when the thermal management requirement is battery heating, in order to quickly heat up the battery and prevent the battery from being damaged due to excessive temperature, the first multi-way valve 201 is controlled to conduct the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the second heat exchanger 12 and the coolant outlet of the battery heat exchange structure 21, and to conduct the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21. At this time, port 1, port 2 and port 3 of the first multi-way valve 201 are in the conducting state, and port 4 of the first multi-way valve 201 is in the closed state.

[0085] After the coolant in the coolant circulation loop 2 flows out from the liquid outlet of the battery heat exchange structure 21, it is divided into two paths. One path flows directly to the coolant inlet of the second heat exchanger 12. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the coolant in this path. After that, the coolant returns to the port 2 of the first multi-way valve 201 and flows out from the port 1 of the first multi-way valve 201. The other path carries the residual heat released by the battery heat exchange structure, flows in through the port 3 of the first multi-way valve 201, and flows out from the port 1 of the third multi-way valve 203. The coolant flowing out of this path does not pass through the second heat exchanger 12, and the temperature is lower than the coolant passing through the second heat exchanger 12. Both coolants flow out from the port 1 of the third multi-way valve 203. Therefore, the coolant with a higher temperature is mixed with the coolant with a relatively lower temperature, and the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 21, which can heat the battery heat exchange structure 21 without affecting the battery life and the working efficiency of the battery. Compared with the prior art in which the coolant is directly circulated to the battery heat exchange structure 21 after being heated by the second heat exchanger 12, the method provided in the embodiment of the present disclosure mixes the coolant with a higher temperature with the coolant with a lower temperature, so that the temperature of the coolant flowing through the battery heat exchange structure is moderate, and when the coolant passes through the battery, the battery is prevented from overheating, which affects the battery life and the working efficiency of the battery.

[0086] Optionally, in some scenarios, it may only be necessary for the coolant in the coolant circulation loop 2 to flow out through the coolant outlet of the battery heat exchange structure 21, and then be heated by the second heat exchanger 12 and circulate to the battery heat exchange structure 21. In this case, the ports 1 and 2 of the first multi-way valve 201 can be controlled to be in a conducting state, and the ports 3 and 4 of the first multi-way valve 201 can be in a closed state. That is, the coolant pipeline between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 21 is conducting, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21 is closed.

[0087] Optionally, in some possible scenarios, the battery needs to maintain a uniform temperature, and the coolant in the coolant circulation loop 2 only needs to flow out through the coolant outlet of the battery heat exchange structure 21 and then directly return to the coolant inlet of the battery heat exchange structure 21. No cold medium is required, but it circulates itself. Then, port 1 and port 3 of the first multi-way valve 201 can be controlled to be in a conducting state, and port 2 and port 4 of the first multi-way valve 201 can be in a closed state. That is, the coolant pipeline between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 21 is closed, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21 is connected.

[0088] Figure 4 This is a schematic diagram of a thermal management system provided in an embodiment of the present disclosure. The specific structure of the thermal management system can also be referred to Figure 4 The structure shown, Figure 4 The heater core 23 is connected to the second heat exchanger 12, the passenger compartment 24 is connected to the first heat exchanger 11, and the rest of the structure remains unchanged. Similarly, the path of the coolant in the coolant circulation loop 2 after it flows out of the coolant outlet of the battery heat exchange structure 21 can be controlled by controlling the conduction or shutoff of each port of the first multi-way valve 201. The specific method is the same as in the above-mentioned embodiments and will not be repeated here.

[0089] In some embodiments, Figure 4 As shown, the coolant circulation loop 2 further includes a second multi-way valve 202 , a low-temperature radiator 22 and a heater core 23 .

[0090] The second multi-way valve 202 is used to open or close the coolant pipeline between the second heat exchanger 12 and at least one of the low-temperature radiator 22 , the battery heat exchange structure 21 , and the heater core 23 .

[0091] In the disclosed embodiment, a second multi-way valve 202, a low-temperature radiator 22 and a heater core 23 are also provided in the coolant circulation loop 2. Among them, the low-temperature radiator 22 can directly exchange heat with the air outside the vehicle. The second multi-way valve 202 includes four ports. Port 1 of the second multi-way valve 202 is connected to the coolant inlet end of the second heat exchanger 12, port 2 of the second multi-way valve 202 is connected to the coolant outlet end of the heater core 23, port 3 of the second multi-way valve 202 is connected to the coolant outlet end of the battery heat exchange structure 21, and port 4 of the second multi-way valve 202 is connected to the outlet end of the low-temperature radiator 22. Therefore, by controlling the conduction and disconnection of different ports of the second multi-way valve 202, different structures can be selected to be connected to the coolant pipeline.

[0092] For example, Figure 5 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 5As shown, when energy saving and cooling are required, port 1 and port 4 of the second multi-way valve 202 are connected, port 2 and port 3 of the second multi-way valve 202 are closed, and the second multi-way valve 202 is connected to the coolant pipeline between the second heat exchanger 12 and the low-temperature radiator 22. The coolant in the coolant circulation loop 2 flows to the coolant inlet end of the low-temperature radiator 22 through the coolant outlet end of the second heat exchanger 12, and the heat carried by the coolant can be released to the external environment here. After the coolant temperature is reduced, it will flow from the coolant outlet end of the low-temperature radiator 22 to port 4 of the second multi-way valve 202, and return to the coolant inlet end of the second heat exchanger 12 through port 1 of the second multi-way valve 202, completing the heat dissipation cycle. The structure provided by the embodiment of the present disclosure is suitable for energy-saving and cooling conditions, without the need for cold medium introduction, and can directly exchange heat with the air in the external environment through the low-temperature radiator 22.

[0093] Optionally, continue to see Figure 3 In the structure shown, port 1 and port 3 of the second multi-way valve 202 are connected, port 2 and port 4 of the second multi-way valve 202 are closed, and the second multi-way valve 202 connects the coolant pipeline between the second heat exchanger 12 and the battery heat exchange structure 21.

[0094] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21, it flows in through the port 3 of the second multi-way valve 202, and reaches the second heat exchanger 12 from the port 1 of the second multi-way valve 202. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the coolant. After that, the coolant flows to the coolant inlet of the battery heat exchange structure 21 to complete the heating cycle. The rest of the working principles can refer to the above embodiment. Figure 3 The corresponding battery heating part. This structure is suitable for heating the battery to quickly increase the battery temperature.

[0095] Optionally, Figure 6 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 6 As shown, when the passenger compartment needs to be heated, port 1 and port 2 of the second multi-way valve 202 are connected, port 3 and port 4 of the second multi-way valve 202 are closed, and the second multi-way valve 202 connects the coolant pipeline between the second heat exchanger 12 and the heater core 23. The coolant flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 23, where heat exchange is performed to increase the temperature in the passenger compartment. Afterwards, the coolant flows out through the coolant outlet of the heater core 23 to port 2 of the second multi-way valve 202, and flows through port 1 of the second multi-way valve 202 to the coolant inlet of the second heat exchanger 12 to complete the heating cycle. This structure is suitable for releasing heat from the passenger compartment to quickly heat up the passenger compartment.

[0096] It should be noted that, in some embodiments, there is also a connection method for the coolant pipes between the second heat exchanger 12 and multiple structures in the low-temperature radiator 22, the battery heat exchange structure 21, the heater core 23 and the passenger compartment evaporator 24 through the second multi-way valve 202, which can be obtained in combination with the connection methods of the embodiments provided above and will not be described in detail here.

[0097] In some embodiments, Figure 1 As shown, the coolant circulation loop 2 includes a drive system heat exchange structure 25 , a low-temperature radiator 22 , a third multi-way valve 203 , a first reversing valve 204 and a second reversing valve 205 .

[0098] The third multi-way valve 203 is disposed on the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 , and is used to open or close the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 .

[0099] The first reversing valve 204 is used to switch the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to a conducting state, or a coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to a shutoff state.

[0100] The second reversing valve 205 is used to switch the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 to a conducting state, or the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 to a shutoff state.

[0101] In the disclosed embodiment, the coolant circulation loop 2 includes a drive system heat exchange structure 25, and the drive system heat exchange structure 25 may include a drive motor of the vehicle, such as a front drive motor and a rear drive motor, etc., and the specific structure is not limited. The drive system heat exchange structure 25 needs to dissipate heat during the operation of the vehicle, so heat can be exchanged through the coolant circulation loop 2.

[0102] The coolant circulation loop 2 also includes a low-temperature radiator 22 and a third multi-way valve 203. The third multi-way valve 203 includes three ports. Port 1 of the third multi-way valve 203 is connected to the coolant outlet of the low-temperature radiator 22, port 2 of the third multi-way valve 203 is connected to the coolant inlet of the drive system heat exchange structure 25, and port 3 of the third multi-way valve 203 is connected to the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22. Therefore, by controlling the conduction and shutoff of different ports of the third multi-way valve 203, different structures in the coolant pipeline can be selected to be connected, such as whether to conduct the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22.

[0103] Figure 7A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 7 As shown, port 2 and port 3 of the third multi-way valve 203 are connected, and port 1 of the third multi-way valve 203 is closed. At this time, the low-temperature radiator 22 is not connected to the coolant pipeline where the drive system heat exchange structure 25 is located. The drive system heat exchange structure 25 is in a uniform temperature state, does not require refrigerant heat exchange, and does not need to pass through the low-temperature radiator 22 to exchange heat with the outside world, thereby avoiding energy loss. If the external environment temperature is too low, turning on the low-temperature radiator 22 may cause the drive system heat exchange structure 25 to be overcooled, affecting its life and work efficiency. Therefore, the working mode corresponding to this structure can prevent the drive system heat exchange structure 25 from being affected by the external environment. The coolant flows out from the coolant outlet of the drive system heat exchange structure 25, passes through port 3 of the third multi-way valve 203, and flows into the coolant inlet of the drive system heat exchange structure 25 from port 2 of the third multi-way valve 203, completing its own circulation and achieving a uniform temperature effect. In some possible scenarios, after the coolant flows out from the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through end 2 of the third multi-way valve 203.

[0104] Figure 8 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 8 As shown, if the external environment temperature is suitable and the low-temperature radiator 22 is required to dissipate heat, the ports 1 and 2 of the third multi-way valve 203 are controlled to be connected, and the port 3 of the third multi-way valve 203 is closed, and the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 is connected. After the coolant flows out from the coolant outlet of the drive system heat exchange structure 25, it reaches the coolant inlet of the low-temperature radiator 22. After exchanging heat with the outside air at the low-temperature radiator 22, the coolant flows out from the coolant outlet of the low-temperature radiator 22 to the port 1 of the third multi-way valve 203, and flows into the coolant inlet of the drive system heat exchange structure 25 from the port 2 of the third multi-way valve to complete its own circulation. This heat dissipation method is more energy-saving, and uses the ambient temperature to dissipate heat from the drive system heat exchange structure 25 to meet the cooling requirements. In some possible scenarios, after the coolant flows out from the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through port 2 of the third multi-way valve 203.

[0105] In the disclosed embodiment, the coolant circulation loop 2 also includes a first reversing valve 204, which controls the first reversing valve 204 to switch the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to an on state or an off state to meet different heat exchange requirements.

[0106] Fig. 9 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig. 9 As shown, the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 is switched to the off state through the first reversing valve 204. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, it flows directly to the coolant inlet of the battery heat exchange structure 21 through the first reversing valve 204 to complete the cycle. At this time, the coolant flowing out of the battery heat exchange structure 21 will not pass through the first heat exchanger 11, and there is no need to exchange heat at the first heat exchanger 11. This structure is suitable for when the battery is at a uniform temperature, and there is no need for the refrigerant in the refrigerant pipeline in the first heat exchanger 11 to evaporate and absorb heat, and exchange heat with the coolant in the coolant circulation loop 2. In some other scenarios, for example, when the battery needs to be heated, the battery heat exchange structure 21 needs to be disconnected from the first heat exchanger 11, and the battery heat exchange structure 21 needs to be connected to the second heat exchanger 12. The first reversing valve 204 can also be used to control the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to be switched to the off state.

[0107] Or, continue to refer to Figure 2 , the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 is switched to a conducting state through the first reversing valve 204.

[0108] After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, one path directly returns to the coolant inlet of the battery heat exchange structure 21. The other path flows to the first heat exchanger 11 through the first reversing valve 204. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. The coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the battery heat exchange structure 21. After flowing out of the first heat exchanger 11, the coolant circulates to the first reversing valve 204 again, and then circulates to the coolant inlet of the battery heat exchange structure 21 to complete the heat exchange. This structure is suitable for cooling batteries. In some other scenarios, the coolant flows out after heat exchange at the first heat exchanger 11 and does not directly return to the first reversing valve 204, but returns to the first reversing valve 204 after cooling other structures through the coolant circulation loop 2. For example, cooling the drive system heat exchange structure 25 can also be controlled by the first reversing valve 204 to switch the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to a conducting state.

[0109] It should be noted that the above embodiment only provides a partial connection method. Under the premise of adopting the thermal management system provided by the above embodiment, by controlling the first reversing valve 204 to switch the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to an off state or an on state, different heat exchange requirements can be met. The embodiment of the present disclosure can be applicable to different usage environments or different working conditions.

[0110] In the disclosed embodiment, the coolant circulation loop 2 also includes a second reversing valve 205, which controls the second reversing valve 205 to switch the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 to an on state or an off state to meet different heat exchange requirements.

[0111] Fig.10 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.10 As shown, the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 is switched to a conducting state through the second reversing valve 205. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25, it flows to the first heat exchanger 11 through the second reversing valve 205. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the coolant. After flowing out of the first heat exchanger 11, the coolant circulates to the second reversing valve 205 again, and then circulates to the coolant inlet of the battery heat exchange structure 21 to complete the heat exchange, thereby reducing the temperature of the drive system heat exchange structure 25.

[0112] This structure is suitable for cooling the drive system. The waste heat generated by the heat exchange structure 25 of the drive system is recovered at the first heat exchanger 11 through the above structure. The coolant does not pass through the low-temperature radiator 22, but recovers heat for refrigeration, thereby improving the refrigeration energy efficiency ratio, quickly cooling the drive system, and avoiding energy waste. In some other scenarios, the coolant flows out after heat exchange and cooling at the first heat exchanger 11, and does not directly return to the second reversing valve 205, but returns to the second reversing valve 205 after cooling other structures through the coolant circulation loop 2. For example, the battery heat exchange structure 21 is connected to the first heat exchanger 11 through the first reversing valve 201 to cool the battery heat exchange structure 21. The coolant pipeline between the heat exchange structure 25 of the drive system and the first heat exchanger 11 can also be switched to a conducting state through the control of the second reversing valve 205.

[0113] Or, continue to refer to Figure 7 , the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 is switched to a closed state through the second reversing valve 205.

[0114] After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25, it flows directly to the coolant inlet of the drive system heat exchange structure 25 through the second reversing valve 205. At this time, the coolant flowing out through the drive system heat exchange structure 25 will not pass through the first heat exchanger 11, and there is no need to exchange heat at the first heat exchanger 11. This structure is suitable for keeping the drive system at a uniform temperature. There is no need to absorb heat through the evaporation of the refrigerant in the refrigerant pipe in the first heat exchanger 11 to exchange heat with the coolant in the coolant circulation loop 2. In some scenarios, a low-temperature radiator 22 can also be connected to release the heat generated by the drive system heat exchange structure 25 to the external environment through the low-temperature radiator 22, so as to achieve the effect of energy saving and cooling without the use of refrigerant. If the external environment temperature is too low, there is no need to connect the low-temperature radiator 22 to avoid the low temperature affecting the working efficiency of the drive system heat exchange structure 25.

[0115] It should be noted that the above embodiment only provides a partial connection method. Under the premise of adopting the thermal management system provided by the above embodiment, by controlling the second reversing valve 205 to switch the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 to an on state or an off state, different heat exchange requirements can be met. The embodiment of the present disclosure can be applicable to different usage environments or different working conditions.

[0116] Optionally, different ports of the third multi-way valve 203, the first reversing valve 204 and the second reversing valve 205 can also be controlled simultaneously to meet different coupling requirements between the first heat exchanger 11, the second heat exchanger 12 and the battery heat exchange structure 21, the low-temperature radiator 22, and the drive system heat exchange structure 25, forming a variety of connection methods to achieve different heat exchange requirements. The specific connection method can be implemented according to actual needs in combination with the above-mentioned embodiments.

[0117] In some embodiments, Fig.11 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.11 As shown, the coolant circulation loop also includes a fourth multi-way valve 206 , a drive system heat exchange structure 25 and a low-temperature radiator 22 .

[0118] The fourth multi-way valve 206 is located between the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22, and on the coolant pipeline between the coolant outlet of the low-temperature radiator 22 and the coolant inlet of the low-temperature radiator 22.

[0119] The fourth multi-way valve 206 is used to open or close the coolant pipeline between the coolant outlet end of the drive system heat exchange structure and the coolant inlet end of the low-temperature radiator 22, and to open or close the coolant pipeline between the coolant outlet end of the low-temperature radiator 22 and the coolant inlet end of the low-temperature radiator 22.

[0120] In the disclosed embodiment, the coolant circulation loop 2 further includes a fourth multi-way valve 206, a drive system heat exchange structure 25, and a low-temperature radiator 22, wherein port 1 of the fourth multi-way valve 206 is connected to the coolant inlet end of the low-temperature radiator 22, port 2 of the fourth multi-way valve 206 is connected to the coolant outlet end of the drive system heat exchange structure 25, and port 3 of the fourth multi-way valve 206 is connected to the coolant outlet end of the low-temperature radiator 22. By controlling the conduction and shutoff of the ports of the fourth multi-way valve 206, the drive system heat exchange structure 25 can be selectively connected to the coolant pipeline.

[0121] For example, continue to refer to Fig.11 , control the three ports of the fourth multi-way valve 206 to be connected, at this time, the coolant inlet of the low-temperature radiator 22 is respectively connected to the coolant outlet of the drive system heat exchange structure 25 and the coolant outlet of the low-temperature radiator 22, and the coolant outlet of the low-temperature radiator 22 is respectively connected to the coolant inlet of the drive system heat exchange structure 25. After the coolant flows out from the coolant outlet of the low-temperature radiator 22, it will be divided into two paths, one of which flows in through the coolant inlet of the drive system heat exchange structure 25, and flows out from the coolant outlet of the drive system heat exchange structure 25 to port 2 of the fourth multi-way valve 206. The other path flows directly to port 3 of the fourth multi-way valve 206, and flows out to the coolant inlet of the low-temperature radiator 22 through port 1 of the fourth multi-way valve 206. By controlling the coolant flow rates of ports 2 and 3 of the fourth multi-way valve 206, the coolant temperature can be prevented from being too low, which may cause loss to the drive system heat exchange structure 25. If all the coolant passes through the drive system heat exchange structure 25, the drive system heat exchange structure 25 may be affected by the low temperature. At this time, the flow rate of port 2 of the fourth multi-way valve 206 is reduced, and the flow rate of port 3 of the fourth multi-way valve 206 is increased, and the flow rate flows out after merging at port 1 of the fourth multi-way valve 206, which not only reduces the coolant passing through the drive system heat exchange structure 25, avoiding affecting its working efficiency, but also ensures that the drive system heat exchange structure 25 is cooled.

[0122] Optionally, when port 1 and port 2 of the fourth multi-way valve 206 are connected, and port 3 of the fourth multi-way valve 206 is closed, the low-temperature radiator 22 is only connected to the drive system heat exchange structure 25, that is, the coolant pipeline between the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22 is connected. The coolant pipeline between the coolant outlet of the low-temperature radiator 22 and the coolant inlet of the low-temperature radiator 22 is closed, and the coolant will flow to the coolant inlet of the drive system heat exchange structure 25 after passing through the low-temperature radiator 22. At this time, the drive system heat exchange structure 25 is cooled by the coolant, and the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, passes through port 2 and port 1 of the fourth multi-way valve 206 in sequence, and then flows to the coolant outlet of the low-temperature radiator 22, completing the cooling cycle of the drive system heat exchange structure 25, and no cold medium is required in this process.

[0123] Alternatively, if port 1 and port 3 of the fourth multi-way valve 206 are connected and port 2 of the fourth multi-way valve 206 is closed, the low-temperature radiator 22 is not connected to the drive system heat exchange structure 25. When there is no need to cool the drive system heat exchange structure 25 through the low-temperature radiator 22, this embodiment can be referred to.

[0124] In some embodiments, reference may be made to Figure 4 The coolant circulation loop 2 also includes a heater core 23 and a passenger compartment evaporator 24 .

[0125] The passenger compartment evaporator 24 is disposed on a coolant pipeline between a coolant outlet end of the first heat exchanger 11 and a coolant inlet end of the first heat exchanger 11 .

[0126] The warm air core 23 is disposed on a coolant pipeline between a coolant outlet end of the second heat exchanger 12 and a coolant inlet end of the second heat exchanger 12 .

[0127] The passenger compartment evaporator 24 is used to release cold energy to the passenger compartment. The passenger compartment evaporator 24 is arranged on the coolant pipeline between the coolant outlet end of the first heat exchanger 11 and the coolant inlet end of the first heat exchanger 11. The coolant inlet end of the passenger compartment evaporator 24 is connected to the coolant outlet end of the first heat exchanger 11, and the coolant outlet end of the passenger compartment evaporator 24 is connected to the coolant inlet end of the first heat exchanger 11. The first heat exchanger 11 is a device for absorbing heat by evaporation of the refrigerant in the refrigerant pipeline. The coolant exchanges heat with the refrigerant in the refrigerant circulation circuit 1 at the first heat exchanger 11. After the coolant temperature is reduced, it reaches the passenger compartment evaporator 24, and then releases cold energy to the passenger compartment through the passenger compartment evaporator 24.

[0128] The heater core 23 is used to release heat to the passenger compartment. The heater core 23 is arranged on the coolant pipe between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the second heat exchanger 12. The coolant inlet of the heater core 23 is connected to the coolant outlet of the second heat exchanger 12, and the coolant outlet of the heater core 23 is connected to the coolant inlet of the second heat exchanger 12. The second heat exchanger 12 is a device for releasing heat by condensing the refrigerant in the refrigerant pipe. The coolant exchanges heat with the refrigerant in the refrigerant circulation loop 1 at the second heat exchanger 12. After the coolant temperature rises, it reaches the heater core 23, and then releases heat to the passenger compartment through the heater core 23.

[0129] In some embodiments, reference may be made to Figure 1 The coolant circulation loop 2 includes a heater core 23 and a passenger compartment evaporator 24 which are arranged in parallel.

[0130] The heater core 23 and the passenger compartment evaporator 24, which are arranged in parallel, work together to exchange heat. For example, when the vehicle needs to be cooled, the heater core 23 and the passenger compartment evaporator 24 release cold air to the passenger compartment through the coolant in the coolant pipe, thereby improving the cooling effect. When heating is required, the heater core 23 and the passenger compartment evaporator 24 release heat to the passenger compartment through the coolant in the coolant pipe, thereby improving the heating effect. The heater core 23 and the passenger compartment evaporator 24 are connected in parallel so that the same medium circulates through them, and they exchange heat together during cooling or heating, greatly improving the heat exchange amount and rate of the system and shortening the heat exchange time. Since the two work together, there is no need to set up cold and warm temperature dampers to isolate the cold and hot sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air-conditioning system.

[0131] In some embodiments, continue to refer to Figure 1 The coolant circulation loop 2 also includes a heater core 23 , a passenger compartment evaporator 24 , a fifth multi-way valve 207 and a sixth multi-way valve 208 .

[0132] The coolant inlet end of the heater core 23 and the coolant inlet end of the passenger compartment evaporator 24 are connected in parallel in the coolant circulation loop through the fifth multi-way valve 207 .

[0133] The coolant outlet of the heater core 23 and the coolant outlet of the passenger compartment evaporator 24 are connected in parallel in the coolant circulation loop through the sixth multi-way valve 208 .

[0134] In the embodiment of the present disclosure, in addition to the heater core 23 and the passenger compartment evaporator 24, the coolant circulation loop 2 also includes a fifth multi-way valve 207 and a sixth multi-way valve 208. The connection between the heater core 23 and the passenger compartment evaporator 24 is controlled by controlling the opening or closing of the ports of the fifth multi-way valve 207 and the sixth multi-way valve 208. Exemplarily, the coolant inlet end of the heater core 23 and the coolant inlet end of the passenger compartment evaporator 24 are connected in parallel to the coolant circulation loop 2 through the fifth multi-way valve 207. Among them, the coolant inlet end of the heater core 23 is connected to the port 1 of the fifth multi-way valve 207, the port 2 of the fifth multi-way valve 207 is connected to the coolant inlet end of the passenger compartment evaporator 24 and the coolant circulation loop 2, and the port 3 of the fifth multi-way valve 207 is connected to the coolant circulation loop 2, so that the coolant can flow into the heater core 23 and the passenger compartment evaporator 24 together. The coolant outlet of the heater core 23 and the coolant outlet of the passenger compartment evaporator 24 are connected in parallel to the coolant circulation loop 2 through the sixth multi-way valve 208. The coolant outlet of the heater core 23 is connected to the port 2 of the sixth multi-way valve 208 and the coolant circulation loop 2, the port 1 of the sixth multi-way valve 208 is connected to the coolant outlet of the passenger compartment evaporator 24, and the port 3 of the sixth multi-way valve 208 is connected to the coolant circulation loop 2, so the coolant can flow out of the heater core 23 and the passenger compartment evaporator 24 together.

[0135] When there is a cooling demand, the cooling capacity carried by the coolant in the coolant circulation loop 2 is released by the heater core 23 and the passenger compartment evaporator 24. When there is a heating demand, the heat carried by the coolant in the coolant circulation loop 2 is released by the heater core 23 and the passenger compartment evaporator 24. The heater core 23 and the passenger compartment evaporator 24 arranged in parallel in the coolant circulation loop of the disclosed embodiment have the same medium. The heater core 23 and the passenger compartment evaporator 24 can be used together as a heat exchanger to improve the heat exchange effect of the thermal management system.

[0136] In some scenarios with lower heat exchange requirements, it may not be necessary to connect the heater core 23 and the passenger compartment evaporator 24 in parallel for heat exchange, and the conduction path can be selected by controlling the fifth multi-way valve 207 and the sixth multi-way valve 208. For example, if only the heater core 23 needs to be connected to the coolant circulation loop 2, the port 1 of the sixth multi-way valve 208 can be controlled to be closed, and the connection between the passenger compartment evaporator 24 and the coolant circulation loop 2 can be disconnected. If only the passenger compartment evaporator 24 needs to be connected to the coolant circulation loop 2, the port 1 of the fifth multi-way valve 207 can be controlled to be closed, and the connection between the heater core 23 and the coolant circulation loop 2 can be disconnected. Based on the above structure, combined with the actual heat exchange requirements, the devices connected in the coolant circulation loop 2 can be controlled to achieve different heat exchange effects.

[0137] In some embodiments, in combination with the above embodiments, the coolant circulation loop 2 further includes a stop valve 209 connected in parallel with the heater core 23 .

[0138] The stop valve 209 is used to open or close the coolant pipeline where the stop valve 209 is located.

[0139] By controlling the on and off of the stop valve 209, the conduction path of the coolant can be controlled. When the stop valve is on, the coolant will pass through the stop valve 209 and will not pass through the heater core 23. When the stop valve is off, the coolant will pass through the heater core 23. Figure 2 , the stop valve 209 is turned on, and the coolant flows out through the stop valve 209 after passing through the first heat exchanger 11, without passing through the heater core 23. In this structure, the battery heat exchange structure 21 is cooled quickly, and there is no need to cool the passenger compartment through the heater core 23. Therefore, when there is no need to cool the passenger compartment, the coolant pipeline where the stop valve 209 is located can be turned on so that the coolant does not pass through the heater core 23.

[0140] In some embodiments, continue to refer to Figure 8 The coolant circulation loop also includes a third reversing valve 210.

[0141] The third reversing valve 210 is used to switch the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 to a conducting state, or the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 to a shutoff state.

[0142] In the disclosed embodiment, the coolant circulation loop 2 also includes a third reversing valve 210, which controls the third reversing valve 210 to switch the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 to an on state or an off state to meet different heat exchange requirements.

[0143] Exemplarily, the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 is switched to a conducting state through the third reversing valve 210. After the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it reaches the coolant inlet of the low-temperature radiator 22. After exchanging heat with the outside air at the low-temperature radiator 22, the coolant flows out from the coolant outlet of the low-temperature radiator 22. And it flows into the coolant inlet of the drive system heat exchange structure 25 through the third multi-way valve 203 to complete its own circulation. This heat dissipation method is more energy-saving, and uses the ambient temperature to dissipate the heat of the drive system heat exchange structure 25 to meet the cooling requirements. In some possible scenarios, after the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through the port 2 of the third multi-way valve 203.

[0144] Fig.12 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.12 As shown, the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 is switched to a closed state through the third reversing valve 210. After the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it flows into the coolant inlet of the drive system heat exchange structure 25 to complete its own circulation. The drive system heat exchange structure 25 can maintain a uniform temperature. If the drive system heat exchange structure 25 does not need to be cooled, this structure can be used.

[0145] In some possible scenarios, after the coolant flows out from the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11 or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through port 2 of the third multi-way valve 203. Long-term cooling and heat dissipation may cause the drive system heat exchange structure 25 to be overcooled. The connection relationship in the coolant pipeline can be switched by controlling the third reversing valve 210 to increase the coolant temperature.

[0146] Fig.13 A schematic diagram of a thermal management method provided by an embodiment of the present disclosure is shown in FIG. Fig.13 As shown, the embodiment of the present disclosure further provides a thermal management method, which is applicable to the thermal management system of any one of the above thermal management system embodiments, and the method includes:

[0147] S100: Obtain thermal management requirements of a vehicle.

[0148] S200. Based on the thermal management requirements of the vehicle, control the first multi-way valve to open or close the coolant pipeline between the coolant outlet of the heat exchanger and the coolant inlet of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

[0149] Based on the setting of the above thermal management system, the thermal management requirements of the vehicle can be determined. Different ports of the first multi-way valve are respectively connected to the heat exchanger and the liquid inlet or liquid outlet of the battery heat exchange structure. Based on the thermal management requirements, by controlling the conduction or shutoff of each port of the first multi-way valve, the path of the coolant in the coolant circulation loop after it flows out of the coolant outlet of the battery heat exchange structure can be controlled.

[0150] Exemplarily, the thermal management requirement of the vehicle is cooling or heating, and the first multi-way valve is controlled to connect the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure, as well as the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0151] For example, when cooling the battery, one path of coolant carrying the residual temperature of the battery directly returns to the coolant inlet end of the battery heat exchange structure 21, and the other path can be cooled by the heat exchanger and then returned to the coolant inlet end of the battery heat exchange structure 21. The temperature of the two coolants after mixing will not be too low, which is more suitable for the working temperature of the battery. Or when heating the battery, one path of coolant carrying the residual temperature of the battery directly returns to the coolant inlet end of the battery heat exchange structure 21, and the other path returns to the coolant inlet end of the battery heat exchange structure after heating by the heat exchanger. The temperature of the two coolants after mixing will not be too high, which is more suitable for the working temperature of the battery. The mixed coolant has a moderate temperature and flows into the battery heat exchange structure through the coolant inlet end of the battery heat exchange structure. Therefore, the temperature of the battery heat exchange structure is moderate and will not cause overcooling of the battery.

[0152] In the thermal management system provided in the embodiment of the present disclosure, the thermal management system performs heat exchange through a refrigerant circulation loop and a coolant circulation loop to provide the required heat or cold for the battery. In addition to the battery heat exchange structure, the coolant circulation loop also includes a first multi-way valve. By controlling the conduction or shutoff of each port of the first multi-way valve, the path of the coolant in the coolant circulation loop after it flows out from the coolant outlet of the battery heat exchange structure can be controlled. In the prior art, when cooling or heating the battery, the coolant usually flows out through the coolant outlet of the battery heat exchange structure, and then passes through the heat exchanger. After the coolant exchanges heat (heats up or cools down) at the location of the heat exchanger, it directly returns to the coolant inlet of the battery heat exchange structure. The cooled or heated coolant is directly provided to the battery heat exchange structure, which easily leads to excessively high or low temperatures, which is not within the optimal temperature range corresponding to the battery when it is working, affecting the working efficiency and life of the battery. Therefore, the embodiment of the present disclosure provides a first multi-way valve. After the coolant in the coolant circulation loop flows out through the coolant outlet of the battery heat exchange structure, it is divided into two paths. One path of coolant is provided to the first multi-way valve because it carries the residual heat released by the battery heat exchange structure. The other path of coolant passes through the heat exchanger, exchanges heat at the heat exchanger, and the coolant temperature changes greatly, and is also provided to the first multi-way valve. The two paths of coolant with different temperatures are mixed at the first multi-way valve. The temperature of the coolant that has not passed through the heat exchanger can neutralize the temperature of the coolant that has passed through the heat exchanger, so that the temperature of the mixed coolant is moderate. The coolant inlet of the battery heat exchange structure flows into the battery heat exchange structure, so the temperature of the battery heat exchange structure is moderate, and the battery will not be overheated or overcooled. Therefore, the embodiment of the present disclosure can make the temperature of the coolant flowing through the battery heat exchange structure moderate through the cooperation of the first multi-way valve. When the coolant passes through the battery, the battery is prevented from overheating or overcooling, which affects the battery life and battery working efficiency.

[0153] In some embodiments, based on the thermal management requirements of the vehicle, controlling the first multi-way valve to open or close the coolant pipeline between the coolant outlet of the first heat exchanger and the coolant inlet of the battery heat exchange structure, and opening or closing the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure includes:

[0154] Determine that the thermal management requirement of the vehicle is battery cooling, and control the first multi-way valve to connect the coolant pipeline between the coolant outlet end of the first heat exchanger and the coolant inlet end of the battery heat exchange structure, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0155] For example, continue to refer to Figure 2 When it is determined that the thermal management requirement of the vehicle is battery cooling, the first multi-way valve 201 can be controlled to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 21, and to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21.

[0156] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21, it is divided into two paths. One path carries the residual heat released by the battery heat exchange structure and directly returns to the inlet of the battery heat exchange structure 21 through the first multi-way valve 201. The temperature of this coolant is relatively high and is not cooled. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of this coolant. The cooled coolant returns to the inlet of the battery heat exchange structure 21 through the first multi-way valve 201. The coolant in this path is cooled and has a lower temperature. The two coolants with different temperatures are mixed at the first multi-way valve 201 and then returned to the coolant inlet of the battery heat exchange structure 21. The temperature of the coolant flowing through the battery heat exchange structure 21 after mixing is moderate. When the coolant passes through the battery, it can not only cool down the battery heat exchange structure 21, but also prevent the battery from being overcooled, which affects the battery life and battery working efficiency.

[0157] In some embodiments, based on the thermal management requirements of the vehicle, controlling the first multi-way valve to open or close the coolant pipeline between the coolant outlet of the second heat exchanger and the coolant inlet of the battery heat exchange structure, and opening or closing the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure includes:

[0158] Determine that the thermal management requirement of the vehicle is battery heating, and control the first multi-way valve to connect the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0159] For example, continue to refer to Figure 3 When it is determined that the thermal management requirement of the vehicle is battery heating, in order to quickly heat up the battery and prevent damage to the battery due to excessive temperature, the first multi-way valve 201 is controlled to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 21, and to connect the coolant pipeline between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the battery heat exchange structure 21.

[0160] After the coolant in the coolant circulation loop 2 flows out from the liquid outlet of the battery heat exchange structure 21, it is divided into two paths. One path carries the residual heat released by the battery heat exchange structure and directly returns to the liquid inlet of the battery heat exchange structure 21 through the first multi-way valve 201 without being heated. The other path flows to the coolant inlet of the second heat exchanger 12. The refrigerant in the refrigerant pipe of the heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of this coolant. The heated coolant returns to the liquid inlet of the battery heat exchange structure 21 through the first multi-way valve 201. This coolant has a higher temperature after being heated. The two coolants with different temperatures are mixed at the first multi-way valve 201, and then return to the coolant inlet of the battery heat exchange structure 21. The temperature of the coolant flowing through the battery heat exchange structure 21 after mixing is moderate. When the coolant passes through the battery, it can heat the battery heat exchange structure 21 and prevent the battery from overheating, which affects the battery life and battery working efficiency.

[0161] In some embodiments, the method further includes: based on the thermal management requirements of the vehicle, controlling the second multi-way valve to open or close a coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core;

[0162] The coolant circulation loop includes a second multi-way valve, a low-temperature radiator and a heater core.

[0163] In the embodiment of the present disclosure, the second heat exchanger is controlled to be connected to different heat exchange structures by controlling the opening and closing of each port of the second multi-way valve, thereby meeting different thermal management requirements.

[0164] Optionally, based on the thermal management requirements of the vehicle, controlling the second multi-way valve to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core includes:

[0165] It is determined that the thermal management requirement of the vehicle is passenger compartment cooling and / or battery cooling, and the second multi-way valve is controlled to open or close the coolant pipeline between the second heat exchanger and the low-temperature radiator.

[0166] For example, reference may be made to Figure 5 , since the thermal management requirements of the vehicle are passenger compartment cooling and / or battery cooling, the second multi-way valve 202 is controlled to conduct the coolant pipeline between the second heat exchanger 12 and the low-temperature radiator 22. The coolant in the coolant circulation loop 2 flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the low-temperature radiator 22, where the heat carried by the coolant can be released to the external environment. After the coolant temperature is reduced, it will flow from the coolant outlet of the low-temperature radiator 22 to the port 4 of the second multi-way valve 202, and return to the coolant inlet of the second heat exchanger 12 through the port 1 of the second multi-way valve 202, completing the heat dissipation cycle. The structure provided in the embodiment of the present disclosure is suitable for energy-saving and cooling conditions, without the need for cold medium introduction, and heat can be directly exchanged with the air in the external environment through the low-temperature radiator 22. If it is not necessary to dissipate heat to the environment through the low-temperature radiator 22, the coolant pipeline between the second heat exchanger 12 and the low-temperature radiator 22 can also be shut off by the second multi-way valve 202, which can be set according to actual heat exchange requirements.

[0167] Optionally, based on the thermal management requirements of the vehicle, controlling the second multi-way valve to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core includes:

[0168] It is determined that the thermal management requirement of the vehicle is battery heating, and the second multi-way valve is controlled to connect the coolant pipeline between the second heat exchanger and the battery heat exchange structure.

[0169] For example, reference may be made to Figure 3 Since the thermal management requirement of the vehicle is battery heating, the second multi-way valve 202 conducts the coolant pipeline between the second heat exchanger 12 and the battery heat exchange structure 21. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, it flows into the second heat exchanger 12 through the second multi-way valve 202, and the refrigerant in the refrigerant pipeline of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the coolant. After that, the coolant flows to the coolant inlet of the battery heat exchange structure 21 to complete the heating cycle. The rest of the working principles can refer to the above embodiments. Figure 3 Corresponding battery heating part. This structure is suitable for heating the battery to quickly increase the temperature of the battery. Since the coolant is divided into two paths, the problem of the coolant temperature being too high or too low can be avoided.

[0170] Optionally, based on the thermal management requirements of the vehicle, controlling the second multi-way valve to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core includes:

[0171] It is determined that the thermal management requirement of the vehicle is heating the passenger compartment, and the second multi-way valve is controlled to connect the coolant pipeline between the second heat exchanger and the heater core.

[0172] For example, see Figure 6 Since the thermal management requirement of the vehicle is to heat the passenger compartment, the second multi-way valve 202 is controlled to conduct the coolant pipeline between the second heat exchanger 12 and the heater core 23. The coolant flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 23, where heat is exchanged to heat up the passenger compartment. After that, the coolant flows out through the coolant outlet of the heater core 23 to the second multi-way valve 202, and then flows into the coolant inlet of the second heat exchanger 12 to complete the heating cycle. This structure is suitable for releasing heat to the passenger compartment to quickly heat up the passenger compartment.

[0173] In some embodiments, it also includes: based on the thermal management requirements of the vehicle, controlling the third multi-way valve to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator; controlling the first reversing valve to open or close the coolant pipeline between the battery heat exchange structure and the first heat exchanger; controlling the second reversing valve to open or close the coolant pipeline between the drive system heat exchange structure and the first heat exchanger; controlling the third reversing valve to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator.

[0174] Among them, the coolant circulation loop includes a drive system heat exchange structure, a low-temperature radiator, a third multi-way valve, a first reversing valve, a second reversing valve and a third reversing valve.

[0175] For example, reference may be made to Figure 8, based on the thermal management requirements of the vehicle, the drive system heat exchange structure 25 needs to dissipate heat through the low-temperature radiator 22, and the third multi-way valve is controlled to conduct the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22. After the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it reaches the coolant inlet of the low-temperature radiator 22. After exchanging heat with the outside air at the low-temperature radiator 22, the coolant flows out from the coolant outlet of the low-temperature radiator 22 to the third multi-way valve 203, and then flows into the coolant inlet of the drive system heat exchange structure 25 to complete its own circulation. This heat dissipation method is more energy-saving, and uses the ambient temperature to dissipate heat from the drive system heat exchange structure 25 to meet the cooling requirements. In some possible scenarios, after the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through the port 2 of the third multi-way valve 203.

[0176] Optionally, continue to refer to Figure 2 Based on the thermal management requirements of the vehicle, the battery heat exchange structure 21 needs to be cooled by a refrigerant, and the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 is switched to a conducting state by controlling the first reversing valve 204 .

[0177] After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, one path directly returns to the coolant inlet of the battery heat exchange structure 21. The other path flows to the first heat exchanger 11 through the first reversing valve 204. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. The coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the battery heat exchange structure 21. After the cooling coolant flows out through the first heat exchanger 11, it circulates to the first reversing valve 204 again, and then circulates to the coolant inlet of the battery heat exchange structure 21 to complete the heat exchange. This structure is suitable for cooling batteries.

[0178] Optionally, continue to refer to Fig.10 Based on the thermal management requirements of the vehicle, the drive system heat exchange structure requires refrigerant cooling, and the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 is switched to a conducting state by controlling the second reversing valve 205.

[0179] After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25, it flows to the first heat exchanger 11 through the second reversing valve 205. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat, so the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the coolant. After the coolant is cooled, it flows out of the first heat exchanger 11 and circulates to the second reversing valve 205 again, and then flows to the coolant inlet of the battery heat exchange structure 21 to complete the heat exchange and reduce the temperature of the drive system heat exchange structure 25. In some possible scenarios, when it is necessary to recover the waste heat of the drive system heat exchange structure 25, the third multi-way valve 203 can be used to control the coolant not to pass through the low-temperature radiator 22, so that heat can be recovered for refrigeration, the refrigeration energy efficiency ratio can be improved, the drive system can be cooled quickly, and energy waste can be avoided.

[0180] Optionally, continue to refer to Fig.12 Based on the thermal management requirements of the vehicle, the drive system heat exchange structure needs to save energy and dissipate heat. The coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 is switched to a conducting state through the third reversing valve 210.

[0181] After the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it reaches the coolant inlet of the low-temperature radiator 22. After exchanging heat with the outside air at the low-temperature radiator 22, the coolant flows out from the coolant outlet of the low-temperature radiator 22. And it flows into the coolant inlet of the drive system heat exchange structure 25 through the third multi-way valve 203 to complete its own circulation. This heat dissipation method is more energy-efficient, and uses the ambient temperature to dissipate the heat of the drive system heat exchange structure 25 to meet the cooling requirements. In some possible scenarios, after the coolant flows out through the coolant outlet of the drive system heat exchange structure 25, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 21, and then flow into the coolant inlet of the drive system heat exchange structure 25 through port 2 of the third multi-way valve 203.

[0182] It should be noted that different ports of the third multi-way valve 203, the first reversing valve 204, the second reversing valve 205 and the third reversing valve 210 can also be controlled simultaneously to meet different coupling requirements between the first heat exchanger 11, the second heat exchanger 12 and the battery heat exchange structure 21, the low-temperature radiator 22, and the drive system heat exchange structure 25, forming a variety of connection methods to achieve different heat exchange requirements. The specific connection method can be implemented according to actual needs in combination with the above-mentioned embodiments.

[0183] In some embodiments, it also includes:

[0184] Determining that the thermal management requirement of the vehicle is motor cooling, controlling the fourth multi-way valve to connect the coolant pipeline between the coolant outlet of the drive system heat exchange structure and the coolant inlet of the low-temperature radiator, and to connect the coolant pipeline between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator;

[0185] Among them, the coolant circulation loop also includes a fourth multi-way valve, a drive system heat exchange structure and a low-temperature radiator.

[0186] For example, reference may be made to Fig.11 When the thermal management requirement of the vehicle is motor cooling, in order to avoid the motor temperature being too low, the fourth multi-way valve 206 can be controlled to conduct the coolant pipeline between the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22, and to conduct the coolant pipeline between the coolant outlet of the low-temperature radiator 22 and the coolant inlet of the low-temperature radiator 22. After the coolant flows out of the coolant outlet of the low-temperature radiator 22, it will be divided into two paths. One path flows in through the coolant inlet of the drive system heat exchange structure 25, and flows out from the coolant outlet of the drive system heat exchange structure 25 to port 2 of the fourth multi-way valve 206. The other path flows directly to port 3 of the fourth multi-way valve 206, and flows out to the coolant inlet of the low-temperature radiator 22 through port 1 of the fourth multi-way valve 206. By controlling the coolant flow rates of ports 2 and 3 of the fourth multi-way valve 206, it is possible to avoid the problem that all the coolant with too low a temperature passes through the drive system heat exchange structure 25, which would affect the normal operation of the drive system heat exchange structure 25 due to too low a temperature. At this time, the flow rate of port 2 of the fourth multi-way valve 206 is reduced, and the flow rate of port 3 of the fourth multi-way valve 206 is increased, and the coolant flows out after merging at port 1 of the fourth multi-way valve 206, which not only reduces the coolant passing through the drive system heat exchange structure 25, avoiding affecting its working efficiency, but also ensures that the drive system heat exchange structure 25 is cooled.

[0187] Optionally, if only one of the above-mentioned coolant pipelines is required to pass through the coolant, the fourth multi-way valve 206 port 2 and port 3 can be controlled to make one port conductive and the other port closed, so that one coolant pipeline can be opened. This can be set according to actual thermal management requirements.

[0188] In some embodiments, it also includes:

[0189] Determine that the thermal management requirement of the vehicle is passenger compartment cooling, control the fifth multi-way valve and the sixth multi-way valve to connect the heater core and the passenger compartment evaporator in parallel and in series with the coolant pipeline of the first heat exchanger.

[0190] For example, reference may be made to Figure 1When the thermal management requirement of the vehicle is to cool the passenger compartment, in order to improve the cooling efficiency and shorten the heat exchange time, the fifth multi-way valve 207 and the sixth multi-way valve 208 can be controlled to connect the heater core 23 and the passenger compartment evaporator 24 in parallel and connect them in series with the coolant pipe of the first heat exchanger 11. The coolant passes through the coolant pipe in the first heat exchanger 11 and exchanges heat with the refrigerant in its refrigerant pipe. The coolant temperature is reduced and circulated to the heater core 23 and the passenger compartment evaporator 24. The heater core 23 and the passenger compartment evaporator 24 are connected in parallel in the coolant circulation loop 2. Therefore, the cold carried by the coolant can be released to the passenger compartment at the heater core 23 and the passenger compartment evaporator 24 to meet the cooling requirement of the passenger compartment. The two cool together, which greatly improves the cooling effect of the thermal management system. The heater core 23 and the passenger compartment evaporator 24 are connected in parallel, so that the circulating medium is the same, and heat is exchanged together during cooling, which greatly improves the cooling efficiency of the system and shortens the heat exchange time. Since the two work together, there is no need to set up cold and hot temperature dampers to isolate the cold and hot sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air conditioning system.

[0191] In some embodiments, it also includes:

[0192] Determine that the thermal management requirement of the vehicle is passenger compartment heating, and control the fifth multi-way valve and the sixth multi-way valve to connect the heater core and the passenger compartment evaporator in parallel and in series with the coolant pipeline of the second heat exchanger.

[0193] For reference Figure 1 When the thermal management requirement of the vehicle is to heat the passenger compartment, in order to improve the heating efficiency and shorten the heat exchange time, the heater core 23 and the passenger compartment evaporator 24 can be connected in parallel and in series with the coolant pipeline of the second heat exchanger 12 by controlling the fifth multi-way valve 207 and the sixth multi-way valve 208.

[0194] The coolant passes through the coolant pipe in the second heat exchanger 12 and exchanges heat with the refrigerant in its refrigerant pipe. The coolant temperature rises and circulates to the heater core 23 and the passenger compartment evaporator 24. The heater core 23 and the passenger compartment evaporator 24 are connected in parallel in the coolant circulation loop 2. Therefore, the heat carried by the coolant can be released to the passenger compartment at the heater core 23 and the passenger compartment evaporator 24 to meet the heating needs of the passenger compartment. The two work together to heat, which greatly improves the heating effect of the thermal management system. The heater core 23 and the passenger compartment evaporator 24 are connected in parallel so that the circulating medium is the same, and heat is exchanged together during heating, which greatly improves the heating efficiency of the system and shortens the heat exchange time. Because the two work together, there is no need to set up cold and warm temperature dampers to isolate the cold and hot sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air conditioning system.

[0195] The embodiments of the present disclosure also specifically provide a plurality of commonly used thermal management requirements, which are explained in detail below.

[0196] Fig.14 A schematic diagram of the working principle of a thermal management system provided in an embodiment of the present disclosure is shown in FIG. Fig.14 As shown, the thermal management requirements of the vehicle are passenger compartment cooling, battery cooling and motor cooling, and the load is relatively large at this time.

[0197] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21, it is divided into two paths. One path of the coolant carries the residual heat released by the battery heat exchange structure 23, flows in through the port 4 of the first multi-way valve 204, and flows out from the port 1 of the first multi-way valve 201 to the first electronic water pump 105, and then returns to the coolant inlet of the battery heat exchange structure 21. This path of coolant is not cooled down and has a high temperature. The other path of coolant reaches the first heat exchanger 11 after passing through the first reversing valve 204, and can exchange the coldness of the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11 to reduce the temperature of this path of coolant. The cooled coolant flows to the second electronic water pump 106, and then passes through the heater core 23 and the passenger compartment evaporator 24, where the coolant releases coldness. After cooling the passenger compartment, the coolant returns to the coolant inlet of the battery heat exchange structure 21 through the first reversing valve 204. The two coolants have different temperatures and are mixed in the coolant pipeline before returning to the coolant inlet of the battery heat exchange structure 21. After the coolant with higher temperature is mixed with the coolant with lower temperature, the temperature of the obtained coolant is more suitable for the operating temperature of the battery heat exchange structure 21. After mixing, the temperature of the coolant flowing through the battery heat exchange structure 21 is moderate.

[0198] When the coolant passes through the battery, it can not only cool down the battery heat exchange structure 21, but also avoid the battery from being overcooled, which affects the battery life and the working efficiency of the battery. When passing through the passenger compartment, it can cool the passenger compartment, improve the heat exchange efficiency, and shorten the cooling time. At the same time, the heat generated by the refrigerant in the second heat exchanger 12 can be exchanged with the coolant, and the coolant carries the heat and circulates through the third electronic water pump 107 to the low-temperature radiator 22. Similarly, when the motor also needs to be cooled, the drive system heat exchange structure 25 can be connected to the low-temperature radiator 22 by controlling the third multi-way valve 203, the second reversing valve 205 and the third reversing valve 210. The coolant flows out through the coolant outlet of the drive system heat exchange structure 25, and successively passes through the third reversing valve 210 and the second reversing valve 205 to reach the low-temperature radiator 22, dissipates heat to the environment, and then returns to the coolant inlet of the drive system heat exchange structure 25 through the third multi-way valve 203, the third reversing valve 210 and the fourth electronic water pump 108.

[0199] Fig.15A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.15 As shown, the thermal management requirements of the vehicle are passenger compartment cooling, battery uniform temperature and motor cooling, and the load is relatively low. When the battery is in a uniform temperature state, the coolant does not need to pass through the first heat exchanger 11. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, it passes through the first reversing valve 204, the first multi-way valve 205 and the first electronic water pump 105 in sequence, and then returns to the coolant inlet of the battery heat exchange structure 21 to complete its own uniform temperature cycle. When the passenger compartment is cooled, the coolant can exchange the coldness of the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11 to reduce the temperature of this coolant. The cooled coolant flows to the second electronic water pump 106, and then passes through the heater core 23 and the passenger compartment evaporator 24, where the coolant releases coldness. After cooling the passenger compartment, the coolant passes through the first reversing valve 204 and returns to the coolant inlet of the first heat exchanger 11. Motor cooling and Fig.14 The working principle of motor cooling is the same and will not be described in detail.

[0200] Fig.16 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.16 As shown, the thermal management requirement of the vehicle is energy-saving cooling of the battery motor. In this mode, the compressor 103 does not need to be turned on, and the cooling process is more energy-efficient. The battery heat exchange structure 21 and the drive system heat exchange structure 25 are both connected to the low-temperature radiator 22, and the coolant does not need to pass through the heater core 23 and the passenger compartment evaporator 24.

[0201] After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25, it passes through the third reversing valve 210, the second reversing valve 205, the stop valve 209, the first reversing valve 204, the first multi-way valve 201 and the first electronic water pump 105 to reach the battery heat exchange structure 21, and carries the heat here and flows to the first heat exchanger 11 again through the first reversing valve 204. At this time, the refrigerant in the refrigerant pipeline of the first heat exchanger 11 is not working, so the coolant flows out directly through the first heat exchanger 11 and passes through the second electronic water pump 106, and then flows to the second reversing valve 205 again, and then flows to the low-temperature radiator 22, completes the heat exchange with the external environment through the low-temperature radiator 22, and then returns to the coolant inlet of the battery heat exchange structure 21, without using refrigerant for cooling, which is more energy-saving.

[0202] Fig.17 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.17 As shown in Figure 1, the thermal management requirements of the vehicle are uniform temperature of the battery and the motor. Fig.15The principle of uniform temperature of the battery is the same and will not be described again. When the motor is uniformly heated, it does not need to pass through the low-temperature radiator 22, and the refrigerant and the low-temperature radiator 22 do not need to work. Therefore, by controlling the third reversing valve 210 to switch the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 to a closed state, the coolant circulates automatically to enable the drive system heat exchange structure 25 to achieve a uniform temperature effect.

[0203] Fig.18 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.18 As shown, the thermal management requirement of the vehicle is fast charging and cooling of the battery, and the battery needs to be cooled quickly. The refrigerant circulation loop 1 needs to be running, and the coolant in the coolant circulation loop 2 passes through the first heat exchanger 11, where it exchanges the cold provided by the refrigerant in the refrigerant circulation loop 1 to reduce the temperature of the coolant. The cooled coolant returns to the coolant inlet end of the battery heat exchange structure 21 to complete the rapid cooling of the battery. Since the temperature of the battery is relatively high during fast charging, in order to avoid heat loss, it does not pass through the passenger compartment evaporator 24 at this time, and only cools the battery to achieve the purpose of rapid cooling. Fig.18 The heat exchange structure 25 of the middle drive system is in self-circulation to maintain a uniform temperature. There are also some scenarios, for example, Fig.19 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.19 As shown in the figure, the specific heat exchange principle is Fig.18 Similarly, you can choose to connect the coolant pipeline according to the actual thermal management needs.

[0204] Fig. 20 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig. 20 As shown, the thermal management requirements of the vehicle are passenger compartment heating, battery heating, and motor waste heat recovery.

[0205] The coolant in the coolant circulation loop 2 exchanges heat with the refrigerant in the refrigerant circulation loop 1 at the second heat exchanger 12. After the coolant is heated, one path flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 23 and the passenger compartment evaporator 24, where heat exchange is performed to heat up the passenger compartment. The heated coolant flows out through the coolant outlet of the heater core 23 and the passenger compartment evaporator 24, and flows to the coolant inlet of the second heat exchanger 12 through the second multi-way valve 202 to complete the heating cycle. The other path reaches the coolant inlet of the battery heat exchange structure 21 through the first multi-way valve 201 and the first electronic water pump 105. The heat carried by the coolant can heat the battery heat exchange structure 21, and the coolant is divided into two paths after flowing out through the coolant outlet of the battery heat exchange structure 21. One path of coolant carrying the residual temperature of the battery heat exchange structure 21 directly returns to the coolant inlet end of the battery heat exchange structure 21; the other path of coolant passes through the second heat exchanger 12, and heat exchange can be performed at the second heat exchanger 12 to increase the temperature of this path of coolant, and the heated coolant returns to the coolant inlet end of the battery heat exchange structure 21. The two paths of coolant have different temperatures, and have been mixed in the coolant pipeline before returning to the coolant inlet end of the battery heat exchange structure 21. After the coolant with a higher temperature is mixed with the coolant with a lower temperature, the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 21. The specific effect is the same as the coolant mixing effect when the battery is heated in the above embodiment. As for the recovery of motor waste heat, after the coolant flows out of the coolant outlet end of the drive system heat exchange structure 25, it needs to pass through the first heat exchanger 11, and does not pass through the low-temperature radiator 22, but provides the heat generated by the motor to the first heat exchanger 11. At this time, the refrigerant circulation loop and the low-temperature radiator 22 do not need to work, and the waste of motor heat is avoided.

[0206] Fig.21 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.21 As shown in Figure 1, the thermal management requirements of the vehicle are air source heat pump, battery uniform temperature and motor uniform temperature. Fig.15 The principle of battery temperature uniformity is the same as that of motor temperature uniformity. Fig.18 The principle of uniform temperature of the motor is the same. When the air source heat pump is turned on, in order to prevent the water temperature from being too low, the coolant pipeline between the low-temperature radiator 22 and the first heat exchanger 11 is connected to exchange heat through the external environment to avoid the coolant temperature from being too low.

[0207] Fig. 22 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig. 22 As shown, the thermal management requirement of the vehicle is battery fast charging heating. For the specific principle, please refer to Fig. 22The corresponding battery heating principle is the same. Since rapid heating is required, the passenger compartment and the motor are not heated to reduce heat loss, and the coolant pipeline between the low-temperature radiator 22 and the first heat exchanger 11 is connected to exchange heat through the external environment.

[0208] Fig.23 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.23 As shown, the thermal management requirements of the vehicle are air source heat pump dehumidification and battery heating. Dehumidification requires cooling first and then heating. In the disclosed embodiment, the battery needs to be heated. Therefore, the second heat exchanger 12 needs to be connected to the battery heat exchange structure 21 and the heater core 23.

[0209] Specifically, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the first heat exchanger 11 to the second electronic water pump 106, and then to the passenger compartment evaporator 24, releasing cold to the passenger compartment for cooling, and then the coolant returns to the coolant inlet of the first heat exchanger 11 through the first reversing valve 204 to complete the refrigeration cycle. Further, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the second heat exchanger 12 through the third electronic water pump 107 to the heater core 23, releasing heat to the passenger compartment for heating, and then the coolant returns to the coolant inlet of the second heat exchanger 12 through the second multi-way valve 202 to complete the heating cycle, thereby achieving the dehumidification effect. Because the battery needs to be heated, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the second heat exchanger 12 through the third electronic water pump 107 and then flows to the battery heat exchange structure 21 to heat the battery.

[0210] Fig.24 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.24 As shown, the thermal management requirements of the vehicle are air source heat pump dehumidification and battery cooling. Since dehumidification requires cooling first and then heating, the battery needs to be cooled in the disclosed embodiment, so the battery heat exchange structure 21 can be connected to the first heat exchanger 11 and the passenger compartment evaporator 24, and the battery heat exchange structure 21 and the passenger compartment are cooled by the cold released by the first heat exchanger 11. Furthermore, the second heat exchanger 12 only needs to release heat to the passenger compartment, so the coolant flowing out of the coolant outlet of the second heat exchanger 12 reaches the heater core 23 through the third electronic water pump 107, where it heats the passenger compartment, and then returns to the second heat exchanger 12 to complete the heating cycle, thereby completing the dehumidification, which requires cooling first and then heating.

[0211] Regarding the thermal management method provided by the embodiment of the present disclosure, the embodiment of the present disclosure also provides a thermal management device, which includes: a thermal management demand acquisition module and a control module.

[0212] The thermal management demand acquisition module is used to acquire the thermal management demand of the vehicle. The control module is used to control the heater core and the passenger compartment evaporator arranged in parallel to release heat or cold to the passenger compartment through the coolant in the coolant pipeline based on the thermal management demand of the vehicle.

[0213] The thermal management device disclosed in the above embodiments can execute the thermal management method disclosed in the above embodiments, and has the same or corresponding beneficial effects, which will not be described again here to avoid repetition.

[0214] The embodiments of the present disclosure further provide a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the thermal management method described in any of the above embodiments are implemented.

[0215] It should be noted that examples of readable storage media include, but are not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or components, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device or component.

[0216] The storage medium provided by the above-mentioned embodiment of the present disclosure and the thermal management method provided by the embodiment of the present disclosure are based on the same inventive concept, and have the same beneficial effects as the method adopted, run or implemented by the application program or instruction stored therein.

[0217] The embodiments of the present disclosure also provide a vehicle, which includes any one of the thermal management systems provided by the embodiments of the present disclosure, and has the same or corresponding beneficial effects, which will not be described again here to avoid repetition.

[0218] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0219] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized in that: include: A heat exchanger, a refrigerant circulation loop and a coolant circulation loop; the refrigerant circulation loop is coupled to the coolant circulation loop through the heat exchanger; the coolant circulation loop includes a battery heat exchange structure and a first multi-way valve; The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

2. The thermal management system according to claim 1, characterized in that: The heat exchanger includes a first heat exchanger and a second heat exchanger; the first heat exchanger is a device for absorbing heat by evaporating the refrigerant in the refrigerant pipeline; the second heat exchanger is a device for releasing heat by condensing the refrigerant in the refrigerant pipeline; The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet of the first heat exchanger and the coolant inlet of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure; The first multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

3. The thermal management system according to claim 2, characterized in that: The coolant circulation loop also includes a second multi-way valve, a low-temperature radiator and a heater core; The second multi-way valve is used to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core.

4. The thermal management system according to claim 2, characterized in that: The coolant circulation loop includes a drive system heat exchange structure, a low-temperature radiator, a third multi-way valve, a first reversing valve and a second reversing valve; The third multi-way valve is arranged on the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator, and is used to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator; The first reversing valve is used to switch the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a conducting state, or a coolant pipeline between the battery heat exchange structure and the first heat exchanger to a shutoff state; The second reversing valve is used to switch the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a conducting state, or the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a shutoff state.

5. The thermal management system according to claim 1, characterized in that: The coolant circulation loop also includes a fourth multi-way valve, a drive system heat exchange structure and a low-temperature radiator; The fourth multi-way valve is located between the coolant outlet of the drive system heat exchange structure and the coolant inlet of the low-temperature radiator, and on the coolant pipeline between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator; The fourth multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the drive system heat exchange structure and the coolant inlet end of the low-temperature radiator, and to open or close the coolant pipeline between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

6. The thermal management system according to claim 2, characterized in that: The coolant circulation loop also includes a heater core and a passenger compartment evaporator; The passenger compartment evaporator is arranged on a coolant pipeline between a coolant outlet end of the first heat exchanger and a coolant inlet end of the first heat exchanger; The warm air core is arranged on a coolant pipeline between a coolant outlet end of the second heat exchanger and a coolant inlet end of the second heat exchanger.

7. The thermal management system according to claim 1, characterized in that: The coolant circulation loop includes a heater core and a passenger compartment evaporator which are arranged in parallel.

8. The thermal management system according to claim 7, characterized in that: The coolant circulation loop also includes a heater core, a passenger compartment evaporator, a fifth multi-way valve and a sixth multi-way valve; The coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the fifth multi-way valve; The coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the sixth multi-way valve.

9. The thermal management system according to claim 7, characterized in that: The coolant circulation loop also includes a stop valve connected in parallel with the heater core; The stop valve is used to open or close the coolant pipeline where the stop valve is located.

10. The thermal management system according to claim 4, characterized in that: The coolant circulation loop also includes a third reversing valve; The third reversing valve is used to switch the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator to a conducting state, or the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator to a shutoff state.

11. A thermal management method, characterized in that: Applicable to the thermal management system according to any one of claims 1 to 10, the method comprising: Obtain the thermal management requirements of the vehicle; Based on the thermal management requirements of the vehicle, the first multi-way valve is controlled to open or close the coolant pipeline between the coolant outlet end of the heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

12. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 10.

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