A thermal management system, method, and vehicle

Abstract

The present disclosure relates to a thermal management system, method and vehicle, the thermal management system comprising: a heat exchanger, a refrigerant circulation loop and a coolant circulation loop; the refrigerant circulation loop is coupled with the coolant circulation loop through the heat exchanger; the coolant circulation loop comprises 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 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. Through the cooperation of the first multi-way valve, the present disclosure can make the temperature of the coolant flowing through the battery heat exchange structure moderate, and when the coolant passes through the battery, the overheat or overcooling of the battery is avoided to affect the service life and working efficiency of the battery.

Description

Technical Field

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

[0002] Typically, a vehicle's heat pump air conditioning system includes heat exchangers that release heat and heat exchangers that release cold energy. When the vehicle's battery temperature is too high and needs cooling, the coolant circulation loop connects to the heat exchanger that releases cold energy and the battery heat exchange structure. The low-temperature coolant flowing out of the heat exchanger then flows directly to the coolant pipes within the battery heat exchange structure to cool the battery. Conversely, when the vehicle's battery temperature is too low and needs heating, the coolant circulation loop connects to the heat exchanger that releases heat and the battery heat exchange structure. The high-temperature coolant flowing out of the heat exchanger then flows directly to the coolant pipes within the battery heat exchange structure to heat the battery.

[0003] However, when the battery is cooled or heated in the above way, the coolant flows directly to the battery heat exchange structure to complete the circulation. This may cause the battery to be too cold or too hot due to the coolant temperature being too low or too high, which in turn affects the battery life and battery performance. Summary of the Invention

[0004] To address the aforementioned technical problems, this disclosure provides a thermal management system, method, and vehicle.

[0005] In a first aspect, this disclosure provides a thermal management system, including: 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.

[0006] 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.

[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 through refrigerant evaporation in a refrigerant pipeline; the second heat exchanger is a device for releasing heat through refrigerant condensation in a refrigerant pipeline.

[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 of the second 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.

[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 pipe 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 installed on the coolant pipeline between the heat exchange structure of the drive system and the low-temperature radiator, and is used to open or close the coolant pipeline between the heat exchange structure of the drive system and the low-temperature radiator.

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

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

[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 on the coolant pipe between the coolant outlet end of the heat exchange structure of the drive system and the coolant inlet end of the low-temperature radiator, and between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

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

[0021] The heater core is installed on the coolant pipe between the coolant outlet end and the 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 of the heater core and the coolant inlet of the evaporator in the passenger compartment are connected in parallel to the coolant circulation loop through the fifth multi-way valve;

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

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

[0027] The shut-off valve is used to open or close the coolant pipeline where the shut-off 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 state of the coolant pipeline between the heat exchange structure of the drive system and the low-temperature radiator, or the state of the coolant pipeline between the heat exchange structure of the drive system and the low-temperature radiator being closed.

[0030] Secondly, this disclosure also provides a thermal management method applicable to any of the thermal management systems described in the first aspect, the method comprising:

[0031] Obtain the vehicle's thermal management requirements;

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

[0033] Thirdly, this disclosure also provides a vehicle including a thermal management system as described in any of the claims of the first aspect.

[0034] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0035] The thermal management system provided in this 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 this embodiment, the thermal management system performs heat exchange through the refrigerant circulation loop and the coolant circulation loop to provide the battery with the required heat or cold. 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 existing technologies, when cooling or heating a battery, the coolant typically flows out from the coolant outlet of the battery heat exchange structure, then passes through a heat exchanger. After heat exchange (heating or cooling) at the heat exchanger, the coolant returns directly to the coolant inlet of the battery heat exchange structure. Directly supplying the cooled or heated coolant to the battery heat exchange structure can easily lead to excessively high or low temperatures, outside the optimal temperature range for battery operation, affecting battery efficiency and lifespan. Therefore, this embodiment provides a first multi-way valve. After flowing out from the coolant outlet of the battery heat exchange structure, the coolant in the circulation loop splits into two paths. One path, carrying residual heat from the battery heat exchange structure, is supplied to the first multi-way valve. The other path passes through the heat exchanger, undergoing significant temperature changes, and is also supplied to the first multi-way valve. The two coolant paths with different temperatures mix at the first multi-way valve. The temperature of the coolant that did not pass through the heat exchanger is neutralized with the temperature of the coolant that did pass through the heat exchanger, resulting in a suitable temperature for the mixed coolant. The coolant flows into the battery heat exchange structure through the inlet, ensuring a moderate temperature and preventing overheating or overcooling of the battery. Therefore, this embodiment, through the cooperation of the first multi-way valve, maintains a moderate temperature for the coolant flowing through the battery heat exchange structure, preventing overheating or overcooling that could affect battery life and efficiency. Attached Figure Description

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

[0037] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

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

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

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

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

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

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

[0046] Figure 9 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0047] Figure 10 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0048] Figure 11 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0049] Figure 12 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0050] Figure 13A schematic flowchart of a thermal management method provided in an embodiment of this disclosure;

[0051] Figure 14 This is a schematic diagram illustrating the working principle of a thermal management system provided in an embodiment of the present disclosure;

[0052] Figure 15 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0053] Figure 16 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0054] Figure 17 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0055] Figure 18 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0056] Figure 19 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0057] Figure 20 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0058] Figure 21 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0059] Figure 22 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0060] Figure 23 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0061] Figure 24 This is a schematic diagram illustrating the working principle of another thermal management system provided in an embodiment of the present disclosure.

[0062] The attached diagrams are labeled as follows: 1. Refrigerant circulation loop; 2. Coolant circulation loop; 11. First heat exchanger; 12. Second heat exchanger; 101. Gas replenishment plate heat exchanger; 102. Liquid receiver; 103. Compressor; 104. First throttle valve; 105. First electric water pump; 106. Second electric water pump; 107. Third electric water pump; 108. Fourth electric water pump; 21. Battery heat exchange structure; 22. Low-temperature radiator; 23. Warm air 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. Shut-off valve; 210. Third reversing valve. Detailed Implementation

[0063] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0064] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0065] The following description, in conjunction with the accompanying drawings, provides an exemplary description of a thermal management system, method, and vehicle according to embodiments of this disclosure.

[0066] This disclosure provides a thermal management system. Figure 1 This is a schematic diagram of the structure of a thermal management system provided in an embodiment of the present disclosure, as shown below. 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 of the heat exchanger and the coolant inlet of the battery heat exchange structure 21, and to open or close 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.

[0068] In this embodiment, 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 a circulation loop used for cooling or heating, and it contains refrigerant. The coolant circulation loop 2 facilitates the flow of heat or cold through the flow of coolant. Since the refrigerant circulation loop 1 is coupled to the coolant circulation loop 2 via the heat exchanger, the heat exchanger is connected to both the refrigerant circulation loop and the coolant circulation loop. Therefore, heat exchange can be completed at the location of the heat exchanger through the coolant, thus completing the heat exchange function 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 via a heat exchanger, which is connected to both the refrigerant circulation loop 1 and the coolant circulation loop 2. When the battery needs cooling or heating, the coolant flows out from the coolant outlet of the battery heat exchange structure 21 and then undergoes heat exchange through the heat exchanger. The coolant circulation loop 2 also includes the first multi-way valve 201, where port 1 is connected to the coolant inlet of the battery heat exchange structure 21, port 2 is connected to the coolant outlet of the heat exchanger, port 3 is connected to the coolant outlet of the heat exchanger, and port 4 is connected to the coolant outlet of the battery heat exchange structure 21.

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

[0071] For example, when cooling the battery, one stream of coolant carrying the residual heat of the battery returns directly to the coolant inlet of the battery heat exchange structure 21, while the other stream passes through a heat exchanger to cool down before returning to the coolant inlet of the battery heat exchange structure 21. The temperature of the mixed coolant streams is not too low, which is more suitable for the battery's operating temperature. Alternatively, when heating the battery, one stream of coolant carrying the residual heat of the battery returns directly to the coolant inlet of the battery heat exchange structure 21, while the other stream passes through a heat exchanger to heat up before returning to the coolant inlet of the battery heat exchange structure. The temperature of the mixed coolant streams is not too high, which is more suitable for the battery's operating temperature.

[0072] In the thermal management system provided in this embodiment, the thermal management system exchanges heat through a refrigerant circulation loop and a coolant circulation loop to provide the battery with the required heat or cold. The coolant circulation loop includes not only the battery heat exchange structure but also a 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 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 the battery, the coolant typically flows out from the coolant outlet of the battery heat exchange structure, then passes through a heat exchanger. After heat exchange (heating or cooling) at the heat exchanger, the coolant returns directly to the coolant inlet of the battery heat exchange structure. Directly supplying the cooled or heated coolant to the battery heat exchange structure can easily lead to excessively high or low temperatures, outside the optimal temperature range for battery operation, affecting battery efficiency and lifespan. Therefore, this embodiment provides a first multi-way valve. After the coolant in the coolant circulation loop flows out from the coolant outlet of the battery heat exchange structure, it splits into two paths. One path, carrying residual heat from the battery heat exchange structure, is supplied to the first multi-way valve. The other path passes through a heat exchanger, where heat exchange occurs, causing a significant temperature change, and is also supplied to the first multi-way valve. The two coolants with different temperatures mix at the first multi-way valve. The temperature of the coolant that did not pass through the heat exchanger is neutralized with the temperature of the coolant that did pass through the heat exchanger, resulting in a moderate temperature for the mixed coolant. The coolant flows into the battery heat exchange structure through the coolant inlet, ensuring a moderate temperature and preventing overheating or overcooling of the battery. Therefore, this embodiment, through the cooperation of the first multi-way valve, ensures that the coolant flowing through the battery heat exchange structure is at a moderate temperature, preventing overheating or overcooling of the battery and thus protecting its lifespan and operating efficiency.

[0073] Optionally, the refrigerant circulation loop 1 also includes a gas-replenishing plate heat exchanger 101, a liquid receiver 102, a compressor 103, and a first throttle valve 104. The liquid receiver 102 stores refrigerant. Compared with the refrigerant circulation loop in the prior art, the present invention adds a gas-replenishing plate heat exchanger 101. The coolant evaporates through the gas-replenishing plate heat exchanger 101 and enters the compressor 103, increasing the suction enthalpy and moisture content of the compressor 103 and reducing the exhaust temperature. This can improve the low-temperature heating effect of the heat exchanger. At lower temperatures, the heating capacity can be improved by increasing the enthalpy through gas replenishment. In addition, the length of the refrigerant pipeline can be shortened, thereby reducing the volume of the air conditioning unit placed at the front of the vehicle.

[0074] It should be noted that the refrigerant in refrigerant loop 1 can be R290, also known as propane, with the molecular formula C3H8. In some scenarios, R134a, also known as 1,1,1,2-tetrafluoroethane, with the chemical formula C2H2F4, can also be used. Alternatively, CO2, i.e., carbon dioxide, can be used in some scenarios. This disclosure does not limit the choice of refrigerant and the appropriate option can be selected based on the actual situation.

[0075] In some embodiments, such as 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 through refrigerant evaporation in the refrigerant pipeline; the second heat exchanger is a device for releasing heat through refrigerant condensation in the refrigerant pipeline.

[0076] The heat exchanger includes a first heat exchanger 11 and a second heat exchanger 12. Both the first heat exchanger 11 and the second heat exchanger 12 are equipped with refrigerant pipes and coolant pipes. The refrigerant pipe in the first heat exchanger 11 is connected to the left side of the first heat exchanger 11, and the coolant pipe is connected to the top and bottom of the first heat exchanger 11. The refrigerant pipe in the second heat exchanger 12 is located above and to the lower right side of the second heat exchanger 12, and the coolant pipe is connected to the left side and to the lower left side of the second heat exchanger 12. Both the coolant pipes in the first heat exchanger 11 and the coolant pipes in the second heat exchanger 12 are connected to the coolant circulation loop 2. The first heat exchanger 11 is a device for the refrigerant in the refrigerant pipe to evaporate and absorb heat, and the second heat exchanger 12 is a device for the refrigerant in the refrigerant pipe to condense and release heat. The refrigerant in the refrigerant pipes of the first heat exchanger 11 and the coolant in the coolant pipes of the second heat exchanger 12 exchange heat.

[0077] For example, 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 of the battery heat exchange structure 21, port 2 of the first multi-way valve 201 is connected to the coolant outlet of the second heat exchanger 12, port 3 of the first multi-way valve 201 is connected to the coolant outlet of the first heat exchanger 11, and port 4 of the first multi-way valve 201 is connected to the coolant outlet of the battery heat exchange structure 21. Therefore, different ports of the first multi-way valve 201 are connected to the first heat exchanger 11 and the second heat exchanger 12 respectively. By controlling the opening or closing 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.

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

[0080] For example, Figure 2 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 2 As shown, when the thermal management requirement is battery cooling, in order to quickly cool the battery without damaging it due to excessively low temperature, the first multi-way valve 201 is controlled to open the coolant pipe between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the first heat exchanger 11, and also to open the coolant pipe 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, ports 1, 3, and 4 of the first multi-way valve 201 are in the open state, and port 2 of the first multi-way valve 201 is in the closed state.

[0081] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21 and splits into two paths. One path carries residual heat from the battery heat exchange structure and is at a higher temperature. It flows in through port 4 of the first multi-way valve 201 and out through port 1. This path's coolant is still hot and is not cooled. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipes of the first heat exchanger 11 evaporates and absorbs heat, allowing the coolant to exchange heat at the first heat exchanger 11 and lower its temperature. The cooled coolant returns to port 3 of the first multi-way valve 201 and flows out through port 1. This path's coolant is at a lower temperature than the coolant that passed through the first heat exchanger 11. Both paths of coolant flow out through port 1 of the first multi-way valve 201. Therefore, the higher-temperature coolant is mixed with the lower-temperature coolant, resulting in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 21. This effectively cools the battery heat exchange structure 21 without affecting the battery's lifespan or efficiency. Compared to the prior art where the coolant is cooled by the first heat exchanger 11 and then flows directly to the battery heat exchange structure 21, the method provided in this disclosure mixes the higher-temperature coolant with the lower-temperature coolant. This ensures that the coolant flowing through the battery heat exchange structure 21 has a moderate temperature, preventing the battery from becoming too cold and affecting its lifespan and efficiency.

[0082] Optionally, in some scenarios, it may 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, be cooled by the first heat exchanger 11, and then flow back to the battery heat exchange structure 2. In this case, ports 1 and 3 of the first multi-way valve 201 can be controlled to be in the open state, while ports 1 and 2 of the first multi-way valve 201 can be controlled to be in the 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 open, while the coolant pipeline between the coolant outlet 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 of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 21, and to open or close 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.

[0084] For example, Figure 3 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 3 As shown, when the thermal management requirement is battery heating, in order to rapidly heat the battery without damaging it due to excessive temperature, the first multi-way valve 201 is controlled to open the coolant pipe between the coolant outlet of the battery heat exchange structure 21 and the coolant inlet of the second heat exchanger 12, and also to open the coolant pipe 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, ports 1, 2, and 3 of the first multi-way valve 201 are in the open 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 through the outlet of the battery heat exchange structure 21, it splits 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, thus allowing the coolant to exchange heat at the second heat exchanger 12, increasing the temperature of this path's coolant. The coolant then returns to port 2 of the first multi-way valve 201 and flows out through port 1. The other path carries the residual heat released by the battery heat exchange structure, flows in through port 3 of the first multi-way valve 201, and flows out through port 1 of the third multi-way valve 203. This path's coolant does not pass through the second heat exchanger 12 and its temperature is lower than the coolant that passed through the second heat exchanger 12. Both paths' coolant flows out through port 1 of the third multi-way valve 203. Therefore, the higher-temperature coolant is mixed with the relatively lower-temperature coolant, resulting in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 21. This allows for heating the battery heat exchange structure 21 without affecting the battery's lifespan and efficiency. Compared to the prior art where the coolant is heated by the second heat exchanger 12 and then directly flows to the battery heat exchange structure 21, the method provided in this disclosure mixes the higher-temperature coolant with the lower-temperature coolant. This ensures that the coolant flowing through the battery heat exchange structure has a moderate temperature, preventing the battery from overheating and affecting its lifespan and efficiency when the coolant passes through it.

[0086] Optionally, in some scenarios, it may 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, be heated by the second heat exchanger 12, and then flow back to the battery heat exchange structure 21. In this case, ports 1 and 2 of the first multi-way valve 201 can be controlled to be in the open state, while ports 3 and 4 of the first multi-way valve 201 can be controlled to be in the 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 open, 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. In this case, 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 return directly to the coolant inlet of the battery heat exchange structure 21, without the need for a cooling medium to enter; instead, it circulates itself. Therefore, ports 1 and 3 of the first multi-way valve 201 can be controlled to be in the open state, while ports 2 and 4 of the first multi-way valve 201 can be controlled to be in the 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, while the coolant pipeline between the coolant outlet and the coolant inlet of the battery heat exchange structure 21 is open.

[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 found in [reference needed]. Figure 4 The structure shown. Figure 4 The heating core 23 is connected to the second heat exchanger 12, and the passenger compartment 24 is connected to the first heat exchanger 11. The rest of the structure remains unchanged. Similarly, the path of the coolant in the coolant circulation loop 2 after flowing out of the coolant outlet of the battery heat exchange structure 21 can be controlled by controlling the opening or closing of each port of the first multi-way valve 201. The specific method is the same as in the above embodiments and will not be described in detail here.

[0089] In some embodiments, such as Figure 4 As shown, the coolant circulation loop 2 also 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 pipe 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 this embodiment, the coolant circulation loop 2 is further provided with a second multi-way valve 202, a low-temperature radiator 22, and a heater core 23. The low-temperature radiator 22 can directly exchange heat with the outside air. The second multi-way valve 202 has four ports: port 1 is connected to the coolant inlet of the second heat exchanger 12; port 2 is connected to the coolant outlet of the heater core 23; port 3 is connected to the coolant outlet of the battery heat exchange structure 21; and port 4 is connected to the outlet of the low-temperature radiator 22. Therefore, by controlling the opening and closing 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 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 5As shown, when energy-saving cooling is required, ports 1 and 4 of the second multi-way valve 202 are open, while ports 2 and 3 are closed. The second multi-way valve 202 opens 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 decreases, it flows from the coolant outlet of the low-temperature radiator 22 to port 4 of the second multi-way valve 202, and then returns to the coolant inlet of the second heat exchanger 12 through port 1 of the second multi-way valve 202, completing the heat dissipation cycle. The structure provided in this embodiment is suitable for energy-saving cooling conditions, requiring no cold medium input, and can directly exchange heat with the air in the external environment through the low-temperature radiator 22.

[0093] Optionally, see [link to relevant documentation] Figure 3 As shown in the structure, ports 1 and 3 of the second multi-way valve 202 are open, ports 2 and 4 of the second multi-way valve 202 are closed, and the second multi-way valve 202 connects the coolant pipe between the second heat exchanger 12 and the battery heat exchange structure 21.

[0094] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, then flows in through port 3 of the second multi-way valve 202, and reaches the second heat exchanger 12 through port 1 of the second multi-way valve 202. In the second heat exchanger 12, the refrigerant in the refrigerant pipe condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12, increasing its temperature. Afterward, the coolant flows to the coolant inlet of the battery heat exchange structure 21 to complete the heating cycle. The remaining working principles can be found in the above embodiments. Figure 3 The corresponding battery heating section. This structure is suitable for situations where the battery needs to be heated quickly.

[0095] Optionally, Figure 6 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 6 As shown, when heating of the crew compartment is required, ports 1 and 2 of the second multi-way valve 202 are open, while ports 3 and 4 are closed. The second multi-way valve 202 then opens the coolant pipe between the second heat exchanger 12 and the heater core 23. Coolant flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 23, where heat exchange occurs, raising the temperature inside the crew compartment. Afterward, the coolant flows from the coolant outlet of the heater core 23 to port 2 of the second multi-way valve 202, and then through port 1 of the second multi-way valve 202 to the coolant inlet of the second heat exchanger 12, completing the heating cycle. This structure is suitable for situations where heat is released from the crew compartment to rapidly raise its temperature.

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

[0097] In some embodiments, such as 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 installed 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 state of the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11, or the state of the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 being closed.

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

[0101] In this embodiment, the coolant circulation loop 2 includes a drive system heat exchange structure 25, which may include the vehicle's drive motor, 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 vehicle operation, and therefore can exchange heat through the coolant circulation loop 2.

[0102] The coolant circulation loop 2 also includes a cryogenic radiator 22 and a third multi-way valve 203. The third multi-way valve 203 has three ports: port 1 is connected to the coolant outlet of the cryogenic radiator 22; port 2 is connected to the coolant inlet of the drive system heat exchange structure 25; and port 3 is connected to both the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the cryogenic radiator 22. Therefore, by controlling the opening and closing of different ports of the third multi-way valve 203, different structures in the coolant pipeline can be selected for connection, such as whether the coolant pipeline between the drive system heat exchange structure 25 and the cryogenic radiator 22 is open.

[0103] Figure 7This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 7 As shown, ports 2 and 3 of the third multi-way valve 203 are open, while port 1 is closed. At this time, the low-temperature radiator 22 is not connected to the coolant pipe of the drive system heat exchange structure 25. The drive system heat exchange structure 25 is in a uniform temperature state, requiring no refrigerant heat exchange and no heat exchange with the outside environment via the low-temperature radiator 22, thus avoiding energy loss. If the ambient temperature is too low, turning on the low-temperature radiator 22 may cause the drive system heat exchange structure 25 to become overcooled, affecting its lifespan and operating efficiency. Therefore, the corresponding operating mode of 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 through 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 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 end 2 of the third multi-way valve 203.

[0104] Figure 8 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 8 As shown, if the ambient temperature is suitable and the low-temperature radiator 22 is required to dissipate heat, ports 1 and 2 of the third multi-way valve 203 are opened, while port 3 of the third multi-way valve 203 is closed, thus opening the coolant pipe between the drive system heat exchange structure 25 and the low-temperature radiator 22. After flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant reaches the coolant inlet of the low-temperature radiator 22. After exchanging heat with the ambient air at the low-temperature radiator 22, the coolant flows out from the coolant outlet of the low-temperature radiator 22 to port 1 of the third multi-way valve 203, and then flows into the coolant inlet of the drive system heat exchange structure 25 from port 2, completing its own circulation. This heat dissipation method is more energy-efficient, utilizing the ambient temperature to dissipate heat from the drive system heat exchange structure 25 to meet 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.

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

[0106] Figure 9 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 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 via the first reversing valve 204. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21 and then directly flows to the coolant inlet of the battery heat exchange structure 21 via the first reversing valve 204 to complete the circulation. At this time, the coolant flowing out of the battery heat exchange structure 21 does not pass through the first heat exchanger 11, and heat exchange is not required at the first heat exchanger 11. This structure is suitable for situations where the battery is at a uniform temperature and there is no need for the refrigerant in the refrigerant pipeline of the first heat exchanger 11 to evaporate and absorb heat, thus avoiding heat exchange with the coolant in the coolant circulation loop 2. In some other scenarios, such as when the battery needs to be heated, the battery heat exchange structure 21 needs to be disconnected from the first heat exchanger 11 and connected to the second heat exchanger 12. Similarly, the first reversing valve 204 can be used to control the switch of the coolant pipeline between the battery heat exchange structure 21 and the first heat exchanger 11 to the off state.

[0107] Alternatively, continue to refer to Figure 2 The first reversing valve 204 switches the coolant pipe between the battery heat exchange structure 21 and the first heat exchanger 11 to the conducting state.

[0108] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, with one path returning directly to the coolant inlet of the battery heat exchange structure 21. The other path flows through the first reversing valve 204 to the first heat exchanger 11. In the first heat exchanger 11, the refrigerant in the refrigerant pipe evaporates and absorbs heat, allowing the coolant to exchange heat at the first heat exchanger 11, thus lowering the temperature of the battery heat exchange structure 21. After flowing out of the first heat exchanger 11, the coolant flows back to the first reversing valve 204, and then 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, after the coolant exchanges heat at the first heat exchanger 11, it flows out and does not return directly to the first reversing valve 204. Instead, it returns to the first reversing valve 204 after cooling other structures through the coolant circulation loop 2. For example, to cool down the heat exchange structure 25 of the drive system, the first reversing valve 204 can be used to control the flow of the coolant pipe between the battery heat exchange structure 21 and the first heat exchanger 11.

[0109] It should be noted that the above embodiments only provide partial connection methods. Under the premise of using the thermal management system provided in the above embodiments, 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 a closed state or a connected state, different heat exchange requirements can be met. The embodiments of this disclosure can be applied to different usage environments or different working conditions.

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

[0111] Figure 10 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 10 As shown, the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 is switched to a conductive state via the second reversing valve 205. After flowing out of the coolant outlet of the drive system heat exchange structure 25, the coolant in the coolant circulation loop 2 flows to the first heat exchanger 11 via the second reversing valve 205. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat, thus allowing the coolant to exchange heat at the first heat exchanger 11 and lower its temperature. After flowing out of the first heat exchanger 11, the coolant flows back to the second reversing valve 205, and then to the coolant inlet of the battery heat exchange structure 21 to complete heat exchange and lower the temperature of the drive system heat exchange structure 25.

[0112] This structure is suitable for cooling the drive system. By utilizing the structure described above, waste heat generated by the drive system's heat exchange structure 25 at the first heat exchanger 11 is recovered. The coolant bypasses the low-temperature radiator 22, instead recovering heat for refrigeration, improving the cooling efficiency ratio, rapidly cooling the drive system, and avoiding energy waste. In other scenarios, after the coolant is cooled at the first heat exchanger 11, it does not directly return to the second reversing valve 205. Instead, it returns to the second reversing valve 205 after cooling other structures through the coolant circulation loop 2. For example, the first reversing valve 201 connects the battery heat exchange structure 21 to the first heat exchanger 11 to cool the battery heat exchange structure 21. Similarly, the second reversing valve 205 can control the flow of coolant between the drive system heat exchange structure 25 and the first heat exchanger 11.

[0113] Alternatively, continue to refer to Figure 7 The coolant pipeline between the heat exchange structure 25 of the drive system and the first heat exchanger 11 is switched to the off state by the second reversing valve 205.

[0114] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25 and then directly flows 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 of the drive system heat exchange structure 25 does not pass through the first heat exchanger 11, eliminating the need for heat exchange at the first heat exchanger 11. This structure is suitable for maintaining a uniform temperature in the drive system, eliminating the need for heat absorption through refrigerant evaporation in the refrigerant pipe of the first heat exchanger 11 and heat exchange with the coolant in the coolant circulation loop 2. In some scenarios, a low-temperature radiator 22 can be connected to release the heat generated by the drive system heat exchange structure 25 into the external environment, achieving energy-saving cooling without the need for refrigerant. If the ambient temperature is too low, the low-temperature radiator 22 is not required to avoid affecting the working efficiency of the drive system heat exchange structure 25 due to excessively low temperatures.

[0115] It should be noted that the above embodiments only provide partial connection methods. Under the premise of using the thermal management system provided in the above embodiments, 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 the on state or the off state, different heat exchange requirements can be met. The embodiments of this disclosure can be applied 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 be controlled simultaneously to meet the different coupling requirements between the first heat exchanger 11, the second heat exchanger 12, the battery heat exchange structure 21, the low-temperature radiator 22, and the drive system heat exchange structure 25, forming multiple connection methods to achieve different heat exchange requirements. The specific connection method can be implemented according to actual needs in combination with the above embodiments.

[0117] In some embodiments, Figure 11 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 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 on the coolant pipe between the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22, and 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 pipe between the coolant outlet of the heat exchange structure of the drive system and the coolant inlet of the low-temperature radiator 22, and to open or close the coolant pipe between the coolant outlet of the low-temperature radiator 22 and the coolant inlet of the low-temperature radiator 22.

[0120] In this embodiment, the coolant circulation loop 2 further includes a fourth multi-way valve 206, a drive system heat exchange structure 25, and a cryogenic radiator 22. Port 1 of the fourth multi-way valve 206 is connected to the coolant inlet of the cryogenic radiator 22, port 2 of the fourth multi-way valve 206 is connected to the coolant outlet of the drive system heat exchange structure 25, and port 3 of the fourth multi-way valve 206 is connected to the coolant outlet of the cryogenic radiator 22. By controlling the opening and closing 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 Figure 11 All three ports of the fourth multi-way valve 206 are open. At this time, the coolant inlet of the cryogenic radiator 22 is connected to both the coolant outlet of the drive system heat exchange structure 25 and the coolant outlet of the cryogenic radiator 22. The coolant outlet of the cryogenic radiator 22 is connected to the coolant inlet of the drive system heat exchange structure 25. After flowing out of the coolant outlet of the cryogenic radiator 22, the coolant splits into two paths. One path flows into the drive system heat exchange structure 25 through its coolant inlet and out through its coolant outlet 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 both paths flow out through port 1 of the fourth multi-way valve 206 to the coolant inlet of the cryogenic radiator 22. By controlling the coolant flow rates at ports 2 and 3 of the fourth multi-way valve 206, excessively low coolant temperatures can be avoided, preventing losses to the heat exchange structure 25 of the drive system. If all the coolant passes through the heat exchange structure 25, the low temperature would affect its normal operation. Reducing the flow rate at port 2 of the fourth multi-way valve 206 and increasing the flow rate at port 3, with the coolant converging at port 1, reduces the amount of coolant passing through the heat exchange structure 25, thus avoiding impact on its efficiency, while still ensuring proper cooling of the heat exchange structure 25.

[0122] Optionally, when ports 1 and 2 of the fourth multi-way valve 206 are open and port 3 of the fourth multi-way valve 206 is closed, the cryogenic radiator 22 is only connected to the heat exchange structure 25 of the drive system. That is, the coolant pipe between the coolant outlet of the heat exchange structure 25 of the drive system and the coolant inlet of the cryogenic radiator 22 is open. When the coolant pipe between the coolant outlet and the coolant inlet of the cryogenic radiator 22 is closed, the coolant, after passing through the cryogenic radiator 22, will flow to the coolant inlet of the heat exchange structure 25 of the drive system. At this time, the heat exchange structure 25 of the drive system is cooled by the coolant. The coolant flows out through the coolant outlet of the heat exchange structure 25 of the drive system, passes through ports 2 and 1 of the fourth multi-way valve 206 in sequence, and then flows to the coolant outlet of the cryogenic radiator 22, completing the cooling cycle of the heat exchange structure 25 of the drive system. No refrigerant is required during this process.

[0123] Alternatively, if ports 1 and 3 of the fourth multi-way valve 206 are open and port 2 of the fourth multi-way valve 206 is closed, the low-temperature radiator 22 is not connected to the heat exchange structure 25 of the drive system. When it is not necessary to cool the heat exchange structure 25 of the drive system through the low-temperature radiator 22, this embodiment can be referred to.

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

[0125] The crew compartment evaporator 24 is located on the coolant pipe between the coolant outlet end and the coolant inlet end of the first heat exchanger 11.

[0126] The heater core 23 is installed on the coolant pipe between the coolant outlet end of the second heat exchanger 12 and the coolant inlet end of the second heat exchanger 12.

[0127] The passenger compartment evaporator 24 is used to release cooling capacity into the passenger compartment. The passenger compartment evaporator 24 is located on the coolant pipe between the coolant outlet and the coolant inlet of the first heat exchanger 11. The coolant inlet of the passenger compartment evaporator 24 is connected to the coolant outlet of the first heat exchanger 11, and vice versa. The first heat exchanger 11 is a device for evaporating and absorbing heat from the refrigerant in the refrigerant pipe. The coolant exchanges heat with the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11. After the coolant temperature decreases, it reaches the passenger compartment evaporator 24, and then releases cooling capacity into 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 located on the coolant pipe between the coolant outlet 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 vice versa. The second heat exchanger 12 is a device for releasing heat through refrigerant condensation 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 crew compartment evaporator 24 connected in parallel.

[0130] The parallel-connected heater core 23 and passenger compartment evaporator 24 work together for heat exchange. For example, when the vehicle needs cooling, the heater core 23 and passenger compartment evaporator 24 release cooling energy to the passenger compartment together through the coolant in the coolant pipes, improving the cooling effect. When heating is needed, the heater core 23 and passenger compartment evaporator 24 release heat to the passenger compartment together through the coolant in the coolant pipes, improving the heating effect. The parallel connection of the heater core 23 and passenger compartment evaporator 24 ensures that they share the same medium, allowing them to exchange heat together during both cooling and heating, greatly increasing the system's heat exchange capacity and rate, and shortening the heat exchange time. Because they work together, there is no need to install temperature dampers to isolate the heat source or to isolate the heater core from the evaporator, thus 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 crew compartment evaporator 24, a fifth multi-way valve 207, and a sixth multi-way valve 208.

[0132] The coolant inlet of the heater core 23 and the coolant inlet of the crew 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 crew compartment evaporator 24 are connected in parallel in the coolant circulation loop through the sixth multi-way valve 208.

[0134] In this embodiment, the coolant circulation loop 2 includes a heater core 23 and a passenger compartment evaporator 24, as well as 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 opening or closing the ports of the fifth multi-way valve 207 and the sixth multi-way valve 208. Exemplarily, the coolant inlet of the heater core 23 and the coolant inlet of the passenger compartment evaporator 24 are connected in parallel to the coolant circulation loop 2 via the fifth multi-way valve 207. Specifically, the coolant inlet of the heater core 23 is connected to port 1 of the fifth multi-way valve 207, port 2 of the fifth multi-way valve 207 is connected to the coolant inlet of the passenger compartment evaporator 24 and the coolant circulation loop 2, and port 3 of the fifth multi-way valve 207 is connected to the coolant circulation loop 2. Therefore, coolant can flow into both the heater core 23 and the passenger compartment evaporator 24. 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 via a sixth multi-way valve 208. Specifically, the coolant outlet of the heater core 23 is connected to port 2 of the sixth multi-way valve 208 and the coolant circulation loop 2; port 1 of the sixth multi-way valve 208 is connected to the coolant outlet of the passenger compartment evaporator 24; and port 3 of the sixth multi-way valve 208 is connected to the coolant circulation loop 2. Therefore, coolant can flow out of both the heater core 23 and the passenger compartment evaporator 24.

[0135] When there is a cooling demand, the coolant in the coolant circulation loop 2 carries the cold energy and releases it through the heater core 23 and the passenger compartment evaporator 24. When there is a heating demand, the coolant in the coolant circulation loop 2 carries the heat energy and releases it through the heater core 23 and the passenger compartment evaporator 24. In this embodiment of the present disclosure, the heater core 23 and the passenger compartment evaporator 24, which are connected in parallel in the coolant circulation loop, use the same medium. The heater core 23 and the passenger compartment evaporator 24 can work together as heat exchangers to improve the heat exchange effect of the thermal management system.

[0136] In scenarios with lower heat exchange requirements, it may not be necessary for the heater core 23 and the passenger compartment evaporator 24 to be connected in parallel for heat exchange. In such cases, 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, port 1 of the sixth multi-way valve 208 can be closed, disconnecting the passenger compartment evaporator 24 from the coolant circulation loop 2. Similarly, if only the passenger compartment evaporator 24 needs to be connected to the coolant circulation loop 2, port 1 of the fifth multi-way valve 207 can be closed, disconnecting the heater core 23 from the coolant circulation loop 2. Based on this structure and combined with 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 conjunction with the above embodiments, the coolant circulation loop 2 further includes a shut-off valve 209 connected in parallel with the heater core 23.

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

[0139] By controlling the opening and closing of the shut-off valve 209, the flow path of the coolant can be controlled. When the shut-off valve is open, the coolant will pass through the shut-off valve 209 and will not pass through the heater core 23. When the shut-off valve is closed, the coolant will pass through the heater core 23. For example, refer to... Figure 2 With shut-off valve 209 open, the coolant flows out through shut-off valve 209 after passing through the first heat exchanger 11, bypassing the heater core 23. In this configuration, the battery heat exchange structure 21 is rapidly cooled without needing to cool the passenger compartment through the heater core 23. Therefore, when cooling the passenger compartment is not required, the coolant pipe containing shut-off valve 209 can be opened to prevent the coolant from passing through the heater core 23.

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

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

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

[0143] For example, the coolant pipeline between the drive system heat exchange structure 25 and the cryogenic radiator 22 is switched to an open state via the third reversing valve 210. After flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant reaches the coolant inlet of the cryogenic radiator 22. After exchanging heat with the outside air at the cryogenic radiator 22, the coolant flows out from the coolant outlet of the cryogenic radiator 22. It then flows back into the coolant inlet of the drive system heat exchange structure 25 via the third multi-way valve 203, completing its own circulation. This heat dissipation method is more energy-efficient, utilizing ambient temperature to dissipate heat from the drive system heat exchange structure 25, achieving the cooling requirement. In some possible scenarios, after flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant may also pass through the first heat exchanger 11 or the battery heat exchange structure 21 before flowing back into the coolant inlet of the drive system heat exchange structure 25 via port 2 of the third multi-way valve 203.

[0144] Figure 12 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 12 As shown, the coolant pipeline between the drive system heat exchange structure 25 and the low-temperature radiator 22 is switched to the off state via the third reversing valve 210. The coolant flows out from the coolant outlet of the drive system heat exchange structure 25 and then flows into the coolant inlet of the drive system heat exchange structure 25, completing its own circulation. This allows the drive system heat exchange structure 25 to maintain a uniform temperature. This structure can be used if the drive system heat exchange structure 25 does not require cooling.

[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. However, prolonged cooling and heat dissipation may cause the drive system heat exchange structure 25 to become too cold. The connection relationship in the coolant pipeline can be switched by controlling the third reversing valve 210 to increase the coolant temperature.

[0146] Figure 13 This is a schematic diagram of a thermal management method provided in an embodiment of the present disclosure, such as... Figure 13 As shown in the embodiments of this disclosure, a thermal management method is also provided. This method is applicable to the thermal management system of any of the above-described thermal management system embodiments, and the method includes:

[0147] S100: Obtain the vehicle's thermal management requirements.

[0148] S200, based on the vehicle's thermal management requirements, controls the first multi-way valve to open or close the coolant pipe 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 pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

[0149] Based on the above thermal management system setup, the vehicle's thermal management requirements can be determined. Different ports of the first multi-way valve are connected to the inlet or outlet of the heat exchanger and the battery heat exchange structure, respectively. Based on the thermal management requirements, 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.

[0150] For example, if the vehicle's thermal management requirement is a cooling or heating requirement, the first multi-way valve is controlled to open the coolant pipe between the coolant outlet of the heat exchanger and the coolant inlet of the battery heat exchange structure, and to open the coolant pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

[0151] For example, when cooling the battery, one stream of coolant carrying the residual heat of the battery returns directly to the coolant inlet of the battery heat exchange structure 21, while the other stream, after being cooled by a heat exchanger, returns to the coolant inlet of the battery heat exchange structure 21. The temperature of the mixed coolant is not too low, which is more suitable for the battery's operating temperature. Alternatively, when heating the battery, one stream of coolant carrying the residual heat of the battery returns directly to the coolant inlet of the battery heat exchange structure 21, while the other stream, after being heated by a heat exchanger, returns to the coolant inlet of the battery heat exchange structure. The temperature of the mixed coolant is not too high, which is more suitable for the battery's operating temperature. The mixed coolant has a moderate temperature and flows through the coolant inlet of the battery heat exchange structure into the battery heat exchange structure, thus maintaining a moderate temperature within the battery heat exchange structure and preventing the battery from becoming too cold.

[0152] In the thermal management system provided in this embodiment, the thermal management system exchanges heat through a refrigerant circulation loop and a coolant circulation loop to provide the battery with the required heat or cold. The coolant circulation loop includes not only the battery heat exchange structure but also a 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 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 the battery, the coolant typically flows out from the coolant outlet of the battery heat exchange structure, then passes through a heat exchanger, where it exchanges heat (heats or cools down) before directly returning to the coolant inlet of the battery heat exchange structure. Directly supplying the cooled or heated coolant to the battery heat exchange structure can easily lead to excessively high or low temperatures, outside the optimal temperature range for battery operation, affecting battery efficiency and lifespan. Therefore, this embodiment provides a first multi-way valve. After the coolant in the coolant circulation loop flows out from the coolant outlet of the battery heat exchange structure, it splits into two paths. One path, carrying residual heat from the battery heat exchange structure, is supplied to the first multi-way valve. The other path passes through a heat exchanger, where heat exchange occurs, causing a significant temperature change, and is also supplied to the first multi-way valve. The two coolants with different temperatures mix at the first multi-way valve. The temperature of the coolant that did not pass through the heat exchanger is neutralized with the temperature of the coolant that did pass through the heat exchanger, resulting in a moderate temperature for the mixed coolant. The coolant flows into the battery heat exchange structure through the coolant inlet, ensuring a moderate temperature and preventing overheating or overcooling of the battery. Therefore, this embodiment, through the cooperation of the first multi-way valve, ensures that the coolant flowing through the battery heat exchange structure is at a moderate temperature, preventing overheating or overcooling of the battery and thus protecting its lifespan and operating efficiency.

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

[0154] The vehicle's thermal management requirement is determined to be battery cooling. The first multi-way valve is controlled to open the coolant pipe between the coolant outlet of the first heat exchanger and the coolant inlet of the battery heat exchange structure, as well as to open the coolant pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

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

[0156] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21 and splits into two paths. One path, carrying the residual heat released by the battery heat exchange structure, returns directly to the inlet of the battery heat exchange structure 21 via the first multi-way valve 201. This path's coolant temperature is high and does not undergo cooling. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipes of the first heat exchanger 11 evaporates and absorbs heat, thus allowing the coolant to exchange heat at the first heat exchanger 11, lowering its temperature. The cooled coolant returns to the inlet of the battery heat exchange structure 21 via the first multi-way valve 201, and its temperature is now lower. The two coolant paths with different temperatures mix at the first multi-way valve 201 and then return to the coolant inlet of the battery heat exchange structure 21. The mixed coolant flowing through the battery heat exchange structure 21 has a moderate temperature. When the coolant passes through the battery, it can both cool the battery heat exchange structure 21 and prevent the battery from becoming too cold, which would affect the battery's lifespan and working efficiency.

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

[0158] The vehicle's thermal management requirement is determined to be battery heating. The first multi-way valve is controlled to open the coolant pipe between the coolant outlet of the second heat exchanger and the coolant inlet of the battery heat exchange structure, as well as the coolant pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

[0159] For example, continue to refer to Figure 3 When the vehicle's thermal management requirement is determined to be battery heating, in order to enable the battery to heat up quickly without damaging the battery due to excessive temperature, the first multi-way valve 201 is controlled to open the coolant pipe between the coolant outlet end of the battery heat exchange structure 21 and the coolant inlet end of the second heat exchanger 12, and to open the coolant pipe between the coolant outlet end of the battery heat exchange structure 21 and the coolant inlet end of the battery heat exchange structure 21.

[0160] After the coolant in the coolant circulation loop 2 flows out from the outlet of the battery heat exchange structure 21, it splits into two paths. One path, carrying the residual heat released by the battery heat exchange structure, returns directly to the inlet of the battery heat exchange structure 21 through the first multi-way valve 201 without further heating. The other path flows 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, allowing the coolant to exchange heat at the second heat exchanger 12, thus increasing the temperature of this coolant path. The heated coolant returns to the inlet of the battery heat exchange structure 21 through the first multi-way valve 201, and its temperature is now higher. The two coolant paths with different temperatures mix at the first multi-way valve 201 and then return to the coolant inlet of the battery heat exchange structure 21. The mixed coolant flowing through the battery heat exchange structure 21 has a moderate temperature. When the coolant passes through the battery, it can heat the battery heat exchange structure 21 while preventing the battery from overheating, which would affect the battery's lifespan and operating efficiency.

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

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

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

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

[0165] The vehicle's thermal management requirements are determined to be passenger compartment cooling and / or battery cooling, and the second multi-way valve is controlled to open or close the coolant pipe between the second heat exchanger and the cryogenic radiator.

[0166] For example, refer to Figure 5 Since the vehicle's thermal management requirements are for passenger compartment cooling and / or battery cooling, the second multi-way valve 202 is used to open the coolant pipe between the second heat exchanger 12 and the cryogenic 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 cryogenic radiator 22, where the heat carried by the coolant can be released to the external environment. After the coolant temperature decreases, it flows from the coolant outlet of the cryogenic radiator 22 to port 4 of the second multi-way valve 202, and then returns to the coolant inlet of the second heat exchanger 12 through port 1 of the second multi-way valve 202, completing the heat dissipation cycle. The structure provided in this embodiment is suitable for energy-saving cooling conditions, requiring no refrigerant input; heat exchange can be directly achieved between the cryogenic radiator 22 and the air in the external environment. If heat dissipation to the environment through the cryogenic radiator 22 is not required, the coolant pipe between the second heat exchanger 12 and the cryogenic radiator 22 can also be closed using the second multi-way valve 202, depending on the actual heat exchange requirements.

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

[0168] The vehicle's thermal management requirement is determined to be battery heating, and the second multi-way valve is controlled to open the coolant pipe between the second heat exchanger and the battery heat exchange structure.

[0169] For example, refer to Figure 3 Since the vehicle's thermal management requires battery heating, the second multi-way valve 202 connects the coolant pipe between the second heat exchanger 12 and the battery heat exchange structure 21. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21 and then flows into the second heat exchanger 12 through 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, increasing its temperature. Afterward, the coolant flows to the coolant inlet of the battery heat exchange structure 21 to complete the heating cycle. The remaining working principle can be referred to in the above embodiment. Figure 3 The corresponding battery heating section. This structure is suitable for situations where the battery needs to be heated quickly. Because the coolant is divided into two paths, it can avoid problems such as the coolant temperature being too high or too low.

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

[0171] The vehicle's thermal management requirement is determined to be heating of the passenger compartment. The second multi-way valve is controlled to open the coolant pipe between the second heat exchanger and the heater core.

[0172] For example, see Figure 6 Since the vehicle's thermal management requires heating the passenger compartment, the second multi-way valve 202 is used to open the coolant pipe between the second heat exchanger 12 and the heater core 23. Coolant flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 23, where heat exchange occurs, raising the temperature of the passenger compartment. Afterward, the coolant flows from the coolant outlet of the heater core 23 back 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 situations where heat is released from the passenger compartment to rapidly raise its temperature.

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

[0174] 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, refer to Figure 8Based on the vehicle's thermal management requirements, the drive system heat exchange structure 25 needs to dissipate heat through the low-temperature radiator 22. Therefore, the third multi-way valve is controlled to open the coolant pipe between the drive system heat exchange structure 25 and the low-temperature radiator 22. After flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant 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, completing its own circulation. This heat dissipation method is more energy-efficient, utilizing ambient temperature to dissipate heat from the drive system heat exchange structure 25 to meet cooling requirements. In some possible scenarios, after flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant may also pass through the first heat exchanger 11 or the battery heat exchange structure 21 before flowing into the coolant inlet of the drive system heat exchange structure 25 through port 2 of the third multi-way valve 203.

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

[0177] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21, with one path returning directly to the coolant inlet of the battery heat exchange structure 21. The other path flows through the first reversing valve 204 to the first heat exchanger 11. In the first heat exchanger 11, the refrigerant in the refrigerant pipe evaporates and absorbs heat, allowing the coolant to exchange heat at the first heat exchanger 11, thus lowering the temperature of the battery heat exchange structure 21. The cooled coolant then flows out of the first heat exchanger 11 and back to the first reversing valve 204, eventually flowing to the coolant inlet of the battery heat exchange structure 21 to complete the heat exchange. This structure is suitable for cooling batteries.

[0178] Alternatively, you may continue to refer to Figure 10 Based on the vehicle's thermal management requirements, the drive system heat exchange structure needs to be cooled by refrigerant. By controlling the second reversing valve 205, the coolant pipeline between the drive system heat exchange structure 25 and the first heat exchanger 11 is switched to the conducting state.

[0179] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 25 and then 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, thus allowing the coolant to exchange heat at the first heat exchanger 11 and lower its temperature. After cooling, the coolant flows out of the first heat exchanger 11 and back to the second reversing valve 205, then to the coolant inlet of the battery heat exchange structure 21 to complete heat exchange and lower the temperature of the drive system heat exchange structure 25. In some possible scenarios, when it is necessary to recover waste heat from the drive system heat exchange structure 25, the coolant can be controlled by the third multi-way valve 203 to bypass the low-temperature radiator 22, allowing heat recovery for refrigeration, improving the refrigeration efficiency ratio, quickly cooling the drive system, and avoiding energy waste.

[0180] Alternatively, you may continue to refer to Figure 12 Based on the vehicle's thermal management requirements, the drive system heat exchange structure needs to be energy-efficient and dissipate heat. The coolant pipe between the drive system heat exchange structure 25 and the low-temperature radiator 22 is switched to a conductive state through the third reversing valve 210.

[0181] After flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant reaches the coolant inlet of the low-temperature radiator 22. There, it exchanges heat with the outside air and then flows out from the coolant outlet. It then flows back into the coolant inlet of the drive system heat exchange structure 25 via the third multi-way valve 203, completing its own circulation. This cooling method is more energy-efficient, utilizing ambient temperature to dissipate heat from the drive system heat exchange structure 25, achieving the cooling requirement. In some possible scenarios, after flowing out from the coolant outlet of the drive system heat exchange structure 25, the coolant may also pass through the first heat exchanger 11 or the battery heat exchange structure 21 before flowing back into the coolant inlet of the drive system heat exchange structure 25 via 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 be controlled simultaneously to meet the different coupling requirements between the first heat exchanger 11, the second heat exchanger 12, the battery heat exchange structure 21, the low-temperature radiator 22, and the drive system heat exchange structure 25, forming multiple connection methods to achieve different heat exchange requirements. The specific connection method can be implemented according to actual needs in combination with the above embodiments.

[0183] In some embodiments, it also includes:

[0184] The vehicle's thermal management requirement is determined to be motor cooling. The fourth multi-way valve is controlled to open the coolant pipe between the coolant outlet of the drive system heat exchange structure and the coolant inlet of the low-temperature radiator, as well as to open the coolant pipe between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator.

[0185] 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, refer to Figure 11 When the vehicle's thermal management requirement is motor cooling, to prevent the motor temperature from becoming too low, the fourth multi-way valve 206 can be controlled to open the coolant pipe between the coolant outlet of the drive system heat exchange structure 25 and the coolant inlet of the low-temperature radiator 22, as well as the coolant pipe between the coolant outlet and the coolant inlet of the low-temperature radiator 22. After the coolant flows out from the coolant outlet of the low-temperature radiator 22, it will split into two paths. One path flows into 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 both flow out through port 1 of the fourth multi-way valve 206 to the coolant inlet of the low-temperature radiator 22. By controlling the coolant flow rates at ports 2 and 3 of the fourth multi-way valve 206, the problem of excessively low-temperature coolant passing through the drive system heat exchange structure 25 and affecting its normal operation due to low temperature can be avoided. In this case, reducing the flow rate at port 2 of the fourth multi-way valve 206 and increasing the flow rate at port 3, with the coolant flowing out after converging at port 1, reduces the amount of coolant passing through the drive system heat exchange structure 25, preventing any impact on its efficiency, while still ensuring proper cooling of the drive system heat exchange structure 25.

[0187] Optionally, if only one of the coolant pipelines needs to be used, one coolant pipeline can be opened by controlling ports 2 and 3 of the fourth multi-way valve 206, making one port open and the other port closed. This can be set according to actual thermal management requirements.

[0188] In some embodiments, it also includes:

[0189] The vehicle's thermal management requirement is determined to be passenger compartment cooling. The fifth and sixth multi-way valves are controlled to connect the heater core and passenger compartment evaporator in parallel and in series with the coolant pipes of the first heat exchanger.

[0190] For example, refer to Figure 1When the vehicle's thermal management requirement is passenger compartment cooling, to improve cooling efficiency and shorten heat exchange time, the heater core 23 and passenger compartment evaporator 24 can be connected in parallel and in series with the coolant pipes of the first heat exchanger 11 by controlling the fifth multi-way valve 207 and the sixth multi-way valve 208. The coolant passes through the coolant pipes in the first heat exchanger 11 and exchanges heat with the refrigerant in its refrigerant pipes, lowering the coolant temperature and flowing to the heater core 23 and passenger compartment evaporator 24. Since the heater core 23 and passenger compartment evaporator 24 are connected in parallel in the coolant circulation loop 2, the cooling capacity carried by the coolant can be released to the passenger compartment through the heater core 23 and passenger compartment evaporator 24, meeting the passenger compartment cooling requirement. The combined cooling effect of both significantly improves the thermal management system's cooling efficiency. Furthermore, the parallel connection of the heater core 23 and passenger compartment evaporator 24 ensures that they share the same circulating medium, allowing them to exchange heat together during cooling, greatly improving the system's cooling efficiency and shortening 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 heat sources, and there is no need to isolate the heating core from the evaporator, thus simplifying the structure of the air conditioning system.

[0191] In some embodiments, it also includes:

[0192] The vehicle's thermal management requirement is determined to be heating of the passenger compartment. The fifth and sixth multi-way valves are controlled to connect the heater core and the passenger compartment evaporator in parallel and in series with the coolant pipes of the second heat exchanger.

[0193] For reference Figure 1 When the vehicle's thermal management requirement is to heat the passenger compartment, in order to improve heating efficiency and shorten heat exchange time, the heater core 23 and the passenger compartment evaporator 24 can be connected in parallel and in series with the coolant pipe 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 flows 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 through the heater core 23 and the passenger compartment evaporator 24, meeting the heating needs of the passenger compartment. The combined heating significantly improves the heating efficiency of the thermal management system. Furthermore, the parallel connection of the heater core 23 and the passenger compartment evaporator 24 ensures that they share the same circulating medium, allowing them to exchange heat together during heating, greatly improving the system's heating efficiency and shortening the heat exchange time. Because they work together, there is no need to install temperature dampers to isolate the heat source or to isolate the heater core from the evaporator, thus simplifying the structure of the air conditioning system.

[0195] This disclosure also provides specific examples of several common thermal management requirements, which will be explained in detail below.

[0196] Figure 14 This is a schematic diagram illustrating the working principle of a thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 14 As shown, the vehicle's thermal management requirements include passenger compartment cooling, battery cooling, and motor cooling, which results in a relatively large load.

[0197] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 21 and splits into two paths. One path carries the residual heat released by the battery heat exchange structure 23 and flows in through port 4 of the first multi-way valve 204, then flows out through 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 and remains at a relatively high temperature. The other path of coolant passes through the first reversing valve 204 and reaches the first heat exchanger 11, where it exchanges cooling energy with the refrigerant in the refrigerant circulation loop 1, thus lowering its temperature. The cooled coolant then flows to the second electronic water pump 106, and then through the heater core 23 and the passenger compartment evaporator 24, where it releases cooling energy to cool the passenger compartment. Finally, it 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 pipes before returning to the coolant inlet of the battery heat exchange structure 21. After the higher-temperature coolant is mixed with the lower-temperature coolant, the resulting coolant temperature is more suitable for the working temperature of the battery heat exchange structure 21. The temperature of the coolant flowing through the battery heat exchange structure 21 after mixing is moderate.

[0198] When the coolant passes through the battery, it cools the battery heat exchange structure 21 while preventing the battery from becoming too cold, which could affect its lifespan and efficiency. Passing through the passenger compartment, it also cools the compartment, improving heat exchange efficiency and shortening cooling time. Simultaneously, the heat generated by the refrigerant in the second heat exchanger 12 can be exchanged with the coolant, and the coolant carries the heat through the third electronic water pump 107 to the cryogenic radiator 22. Similarly, when the motor also needs cooling, the drive system heat exchange structure 25 can be connected to the cryogenic 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 from the coolant outlet of the drive system heat exchange structure 25, passes through the third reversing valve 210 and the second reversing valve 205 to reach the cryogenic radiator 22, dissipating heat into 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] Figure 15This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 15 As shown, the vehicle's thermal management requirements are passenger compartment cooling, battery temperature equalization, and motor cooling, resulting in relatively low load. When the battery is at a constant temperature, the coolant does not need to pass through the first heat exchanger 11. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 21, then sequentially passes through the first reversing valve 204, the first multi-way valve 205, and the first electronic water pump 105 before returning to the coolant inlet of the battery heat exchange structure 21, completing its own temperature equalization cycle. When the passenger compartment is cooled, the coolant can exchange cooling energy with the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11, lowering the temperature of this coolant path. The cooled coolant flows to the second electronic water pump 106, then passes through the heater core 23 and the passenger compartment evaporator 24, where it releases its cooling energy to cool the passenger compartment. After cooling the passenger compartment, the coolant returns to the coolant inlet of the first heat exchanger 11 via the first reversing valve 204. Motor cooling and... Figure 14 The working principle of the electric motor cooling is the same, so it will not be repeated here.

[0200] Figure 16 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 16 As shown, the vehicle's thermal management requirements are for energy-efficient cooling of the battery and motor. In this mode, the compressor 103 does not need to be turned on, making the cooling process 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] The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the drive system heat exchange structure 25, and then passes through the third reversing valve 210, the second reversing valve 205, the shut-off 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. Carrying heat from this point, it flows again through the first reversing valve 204 to the first heat exchanger 11. At this time, the refrigerant in the refrigerant pipe of the first heat exchanger 11 is not working, so the coolant flows directly out of the first heat exchanger 11, passes through the second electronic water pump 106, and then flows back to the second reversing valve 205, and then to the low-temperature radiator 22. The low-temperature radiator 22 completes the heat exchange with the external environment, and then returns to the coolant inlet of the battery heat exchange structure 21. No refrigerant is needed for cooling, making it more energy-efficient.

[0202] Figure 17 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 17 As shown, the vehicle's thermal management requirements include battery temperature uniformity and motor temperature uniformity. The principle of battery temperature uniformity is similar to... Figure 15The principle of temperature uniformity for the battery is the same and will not be repeated. When the motor is being heated, it does not need to pass through the low-temperature radiator 22. Neither the refrigerant nor the low-temperature radiator 22 needs 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 the off state, the coolant can circulate on its own to achieve the temperature uniformity effect of the drive system heat exchange structure 25.

[0203] Figure 18 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 18 As shown, the vehicle's thermal management requirement is battery fast charging cooling, necessitating rapid battery temperature reduction. The refrigerant circulation loop 1 needs to operate, and the coolant in the coolant circulation loop 2 passes through the first heat exchanger 11, where it exchanges cooling energy with the refrigerant in the refrigerant circulation loop 1, lowering the coolant temperature. The cooled coolant returns to the coolant inlet of the battery heat exchange structure 21, completing the rapid cooling of the battery. Because the battery temperature is high during fast charging, to avoid heat loss, it bypasses the passenger compartment evaporator 24, focusing solely on cooling the battery to achieve rapid cooling. Figure 18 The heat exchange structure 25 of the drive system operates in a self-circulating state, maintaining a uniform temperature. There are also some scenarios, for example... Figure 19 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 19 As shown, the specific heat exchange principle is similar to Figure 18 Similarly, you can select the connecting coolant pipeline based on the actual thermal management requirements.

[0204] Figure 20 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 20 As shown, the vehicle's thermal management requirements include passenger compartment heating, battery heating, and motor waste heat recovery.

[0205] In the coolant circulation loop 2, the coolant 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 occurs, raising the temperature inside the passenger compartment. The heated coolant then flows out through the coolant outlet of the heater core 23 and the passenger compartment evaporator 24, and through the second multi-way valve 202 back to the coolant inlet of the second heat exchanger 12 to complete the heating cycle. The other path flows through the first multi-way valve 201 and the first electronic water pump 105 to the coolant inlet of the battery heat exchange structure 21. The heat carried by the coolant can heat the battery heat exchange structure 21. After flowing out through the coolant outlet of the battery heat exchange structure 21, the coolant splits into two paths. One stream of coolant, carrying residual heat from the battery heat exchanger structure 21, returns directly to the coolant inlet of the battery heat exchanger structure 21. The other stream of coolant passes through the second heat exchanger 12, where it undergoes heat exchange, raising its temperature before returning to the coolant inlet of the battery heat exchanger structure 21. The two streams of coolant, with different temperatures, mix within the coolant pipes before returning to the inlet. The higher-temperature coolant mixes with the lower-temperature coolant, resulting in a coolant with a temperature more suitable for the operating temperature of the battery heat exchanger structure 21, achieving the same effect as the coolant mixing during battery heating in the previous embodiment. Regarding motor waste heat recovery, the coolant, after exiting the coolant outlet of the drive system heat exchanger structure 25, passes through the first heat exchanger 11 but bypasses the low-temperature radiator 22. Instead, it provides the heat generated by the motor to the first heat exchanger 11, eliminating the need for the refrigerant circulation loop and the low-temperature radiator 22, thus preventing heat waste from the motor.

[0206] Figure 21 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 21 As shown, the vehicle's thermal management requirements include air source heat pump, battery temperature equalization, and motor temperature equalization. Among these, battery temperature equalization and... Figure 15 The principle of temperature uniformity in batteries is the same, while that of temperature uniformity in motors is similar. Figure 18 The principle of temperature uniformity is the same as that of the motor. However, when the air source heat pump is turned on, in order to prevent the water temperature from being too low, the coolant pipe between the low-temperature radiator 22 and the first heat exchanger 11 is connected to exchange heat with the external environment to avoid the coolant temperature from being too low.

[0207] Figure 22 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 22 As shown, the vehicle's thermal management requirement is battery fast charging heating. For details on the principle, please refer to [link / reference needed]. Figure 22The principle of the corresponding battery heating is the same. Since rapid heating is required, the crew compartment and motor are not heated to reduce heat loss. The coolant pipe between the low-temperature radiator 22 and the first heat exchanger 11 is connected to exchange heat with the external environment.

[0208] Figure 23 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 23 As shown, the vehicle's thermal management requirements are air-source heat pump dehumidification and battery heating. Dehumidification requires cooling followed by heating, and in this embodiment, battery heating is also required. 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 evaporator 24 of the passenger compartment, releasing cooling energy to the passenger compartment. Afterwards, the coolant returns to the coolant inlet of the first heat exchanger 11 via the first reversing valve 204, completing the refrigeration cycle. Further, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the second heat exchanger 12, passes through the third electronic water pump 107, and reaches the heater core 23, releasing heat to the passenger compartment. Afterwards, the coolant returns to the coolant inlet of the second heat exchanger 12 via the second multi-way valve 202, completing the heating cycle, thereby achieving dehumidification. Also, because the battery needs to be heated, the coolant in the coolant circulation loop 2, after flowing out from the coolant outlet of the second heat exchanger 12 and passing through the third electronic water pump 107, also flows to the battery heat exchange structure 21 to heat the battery.

[0210] Figure 24 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 24 As shown, the vehicle's thermal management requirements are air-source heat pump dehumidification and battery cooling. Since dehumidification requires cooling followed by heating, and in this embodiment, battery cooling is also necessary, the battery heat exchange structure 21 can be connected to the first heat exchanger 11 and the passenger compartment evaporator 24. The cooling energy released by the first heat exchanger 11 cools the battery heat exchange structure 21 and the passenger compartment. Furthermore, the second heat exchanger 12 only needs to release heat to the passenger compartment. Therefore, the coolant flowing out of the coolant outlet of the second heat exchanger 12 reaches the heater core 23 via 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, thus fulfilling the requirement of cooling followed by heating for dehumidification.

[0211] In addition to the thermal management method provided in this disclosure, this disclosure also provides a thermal management device, which includes a thermal management requirement acquisition module and a control module.

[0212] The thermal management requirement acquisition module is used to acquire the vehicle's thermal management requirements. The control module is used to control the parallel-connected heater core and passenger compartment evaporator to release heat or cold into the passenger compartment through the coolant in the coolant pipes, based on the vehicle's thermal management requirements.

[0213] The thermal management devices disclosed in the above embodiments can perform the thermal management methods disclosed in the above embodiments and have the same or corresponding beneficial effects. To avoid repetition, they will not be described again here.

[0214] This disclosure also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the thermal management method described in any of the above embodiments.

[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, apparatuses, or devices, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), optical fibers, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0216] The storage medium provided in the above embodiments of this disclosure and the thermal management method provided in the embodiments of this disclosure are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the applications or instructions stored therein.

[0217] This disclosure also provides a vehicle that includes any of the thermal management systems provided in this disclosure, which have the same or corresponding beneficial effects. To avoid repetition, these will not be described again here.

[0218] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0219] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily 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 this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized by, The application relates to a cooling system for a vehicle, comprising: 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 opening or closing a cooling liquid pipeline between a cooling liquid outlet end of the heat exchanger and a cooling liquid inlet end of the battery heat exchange structure, and opening or closing a cooling liquid pipeline between a cooling liquid outlet end of the battery heat exchange structure and a cooling liquid inlet end of the battery heat exchange structure; wherein the cooling liquid circulation loop comprises a drive system heat exchange structure, a low-temperature radiator and a third multi-way valve; the third multi-way valve is arranged on a cooling liquid pipeline between the drive system heat exchange structure and the low-temperature radiator, and is used for opening or closing the cooling liquid pipeline between the drive system heat exchange structure and the low-temperature radiator. The heat exchanger comprises a first heat exchanger and a second heat exchanger; the first heat exchanger is a device for evaporating and absorbing heat of refrigerant in a refrigerant pipeline; the second heat exchanger is a device for condensing and releasing heat of refrigerant in a refrigerant pipeline; the first multi-way valve is used for opening or closing the cooling liquid pipeline between the cooling liquid outlet end of the first heat exchanger and the cooling liquid inlet end of the battery heat exchange structure, and opening or closing the 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; the first multi-way valve is used for opening or closing the cooling liquid pipeline between the cooling liquid outlet end of the second heat exchanger and the cooling liquid inlet end of the battery heat exchange structure, and opening or closing the 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. The cooling liquid circulation loop further comprises a second multi-way valve, a low-temperature radiator and a warm air core; the second multi-way valve is used for opening or closing a cooling liquid pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure and the warm air core. The cooling liquid circulation loop further comprises a first reversing valve and a second reversing valve; the first reversing valve is used for switching a cooling liquid pipeline opening state between the battery heat exchange structure and the first heat exchanger, or a cooling liquid pipeline closing state between the battery heat exchange structure and the first heat exchanger; the second reversing valve is used for switching a cooling liquid pipeline opening state between the drive system heat exchange structure and the first heat exchanger, or a cooling liquid pipeline closing state between the drive system heat exchange structure and the first heat exchanger. The cooling liquid circulation loop further comprises a fourth multi-way valve, a drive system heat exchange structure and a low-temperature radiator; the fourth multi-way valve is arranged on a cooling liquid pipeline between a cooling liquid outlet end of the drive system heat exchange structure and a cooling liquid inlet end of the low-temperature radiator, and between a cooling liquid outlet end of the low-temperature radiator and a cooling liquid inlet end of the low-temperature radiator.

2. The thermal management system of claim 1, wherein, ​ ​ ​ 3. The thermal management system of claim 2, wherein, ​ ​ 4. The thermal management system of claim 2, wherein, ​ ​ ​ 5. The thermal management system of claim 1, wherein, ​ ​ The fourth multi-way valve is used to open or close the cooling liquid pipeline between the cooling liquid outlet end of the driving system heat exchange structure and the cooling liquid inlet end of the low-temperature radiator, and open or close the cooling liquid pipeline between the cooling liquid outlet end of the low-temperature radiator and the cooling liquid inlet end of the low-temperature radiator.

6. The thermal management system of claim 2, wherein, The cooling liquid circulation loop further comprises a heater core and a passenger cabin evaporator; The passenger cabin evaporator is arranged on the cooling liquid pipeline between the cooling liquid outlet end of the first heat exchanger and the cooling liquid inlet end of the first heat exchanger; The heater core is arranged on the cooling liquid pipeline between the cooling liquid outlet end of the second heat exchanger and the cooling liquid inlet end of the second heat exchanger.

7. The thermal management system of claim 1, wherein, The cooling liquid circulation loop comprises the heater core and the passenger cabin evaporator arranged in parallel.

8. The thermal management system of claim 7, wherein, The cooling liquid circulation loop further comprises a heater core, a passenger cabin evaporator, a fifth multi-way valve and a sixth multi-way valve; The cooling liquid inlet end of the heater core and the cooling liquid inlet end of the passenger cabin evaporator are connected in parallel in the cooling liquid circulation loop through the fifth multi-way valve; The cooling liquid outlet end of the heater core and the cooling liquid outlet end of the passenger cabin evaporator are connected in parallel in the cooling liquid circulation loop through the sixth multi-way valve.

9. The thermal management system of claim 7, wherein, The cooling liquid circulation loop further comprises a cut-off valve connected in parallel with the heater core; The cut-off valve is used to open or close the cooling liquid pipeline where the cut-off valve is arranged.

10. The thermal management system of claim 4, wherein, The cooling liquid circulation loop further comprises a third switching valve; The third switching valve is used to switch the open state of the cooling liquid pipeline between the driving system heat exchange structure and the low-temperature radiator, or the closed state of the cooling liquid pipeline between the driving system heat exchange structure and the low-temperature radiator.

11. A thermal management method, characterized by, The method is suitable for the thermal management system according to any one of claims 1-10, and the method comprises: Obtaining the thermal management requirement of the vehicle; Based on the thermal management requirement of the vehicle, controlling the first multi-way valve to open or close the 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 open or close the 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.

12. A vehicle characterized by comprising: The thermal management system according to any one of claims 1-10.

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