Thermal management system and method and vehicle

Abstract

The invention relates to a thermal management system and method and a vehicle. The thermal management system comprises a refrigerant circulation loop and a cooling liquid circulation loop coupled with the refrigerant circulation loop. And the cooling liquid circulation loop comprises a warm air core body and a passenger compartment evaporator which are arranged in parallel. According to the air conditioning system, the warm air core body and the passenger compartment evaporator are arranged in the cooling liquid circulation loop in parallel, the warm air core body and the passenger compartment evaporator exchange heat together, the heat exchange efficiency of the heat management system is improved, a cold and hot temperature air door does not need to be arranged for isolating a cold source and a hot source, the warm air core body does not need to be isolated from the evaporator, and then the structure of the air conditioning system is simplified.

Description

Technical Field

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

[0002] At present, in the common electric vehicle heat pump air conditioning system, a heater core is set in the coolant circulation loop, and heat is released to the passenger compartment through the heater core. An evaporator is set in the refrigerant loop, and cold is released to the passenger compartment through the evaporator. However, the media passing through the heater core and the evaporator are different, and the energy released is different, so they cannot be mixed. It is necessary to set a cold and warm temperature damper to isolate the cold and hot sources, and isolate the heater core from the evaporator, resulting in a larger air conditioning box. At the same time, the evaporator works during cooling and the heater core does not work, while the heater core works during heating and the evaporator does not work. The heat exchange of a single device results in a low heat exchange capacity of the air conditioning system, which affects the heat exchange effect of the air conditioning system. Summary of the invention

[0003] In order to solve the above technical problems, the present disclosure provides a thermal management system, method and vehicle.

[0004] In a first aspect, the present disclosure provides a thermal management system, comprising: a refrigerant circulation circuit and a coolant circulation circuit coupled to the refrigerant circulation circuit;

[0005] The coolant circulation loop includes a heater core and a passenger compartment evaporator which are arranged in parallel.

[0006] In some embodiments, the coolant circulation loop includes a first multi-way valve and a second multi-way valve;

[0007] The coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve;

[0008] The coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the second multi-way valve.

[0009] In some embodiments, it further includes a first heat exchanger and a second heat exchanger; the refrigerant circulation loop is coupled to the coolant circulation loop through the first heat exchanger and the second heat exchanger;

[0010] The first heat exchanger is a device for absorbing heat by evaporating the refrigerant in the refrigerant pipeline; the second heat exchanger is a device for releasing heat by condensing the refrigerant in the refrigerant pipeline.

[0011] In some embodiments, the coolant circulation loop further includes a battery heat exchange structure and a first reversing valve;

[0012] The first reversing valve is used to switch the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a conducting state, or the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a shutoff state.

[0013] In some embodiments, the coolant circulation loop further includes a drive system heat exchange structure and a second reversing valve;

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

[0015] In some embodiments, the coolant circulation loop further includes a third multi-way valve and a battery heat exchange structure;

[0016] The third multi-way valve is used to open or close the coolant pipeline between the battery heat exchange structure and the first heat exchanger, or to open or close the coolant pipeline between the battery heat exchange structure and the second heat exchanger.

[0017] In some embodiments, the third multi-way valve is also 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;

[0018] Alternatively, it is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0019] In some embodiments, the coolant circulation loop further includes a fourth multi-way valve; the coolant circulation loop further includes at least one of a low-temperature radiator and a battery heat exchange structure;

[0020] The fourth multi-way valve is used to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, the heater core and the passenger compartment evaporator.

[0021] In some embodiments, the coolant circulation loop further includes a fifth multi-way valve, a low-temperature radiator, and a drive system heat exchange structure;

[0022] The fifth multi-way valve is arranged on the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator, and is used to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator.

[0023] In some embodiments, the coolant circulation loop further includes a shutoff valve connected in parallel with the heater core;

[0024] The stop valve is used to open or close the coolant pipeline where the stop valve is located.

[0025] In some embodiments, the coolant circulation loop further includes a sixth multi-way valve, a drive system heat exchange structure, and a low-temperature radiator;

[0026] The sixth multi-way valve is located between the coolant outlet of the drive system heat exchange structure and the coolant inlet of the low-temperature radiator, and on the coolant pipeline between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator;

[0027] The sixth multi-way valve is used to open or close the coolant pipeline between the coolant outlet end of the drive system heat exchange structure and the coolant inlet end of the low-temperature radiator, and to open or close the coolant pipeline between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

[0028] In a second aspect, the present disclosure further provides a thermal management method, applicable to any thermal management system provided in the first aspect, the method comprising:

[0029] Obtain the thermal management requirements of the vehicle;

[0030] Based on the thermal management requirements of the vehicle, the heater core and the passenger compartment evaporator arranged in parallel are controlled to release heat or cold to the passenger compartment through the coolant in the coolant pipeline.

[0031] In a third aspect, the present disclosure further provides a vehicle, comprising a thermal management system as described in any one of the first aspects.

[0032] Compared with the prior art, the technical solution provided by the present invention has the following advantages:

[0033] The thermal management system provided by the present disclosure includes: a refrigerant circulation circuit and a coolant circulation circuit coupled with the refrigerant circulation circuit; the coolant circulation circuit includes a heater core and a passenger compartment evaporator arranged in parallel. The thermal management system provided by the embodiment of the present disclosure performs heat exchange with the coolant circulation circuit coupled with the refrigerant circulation circuit to provide the required heat or cold for the vehicle. Compared with the prior art, the coolant circulation circuit of the embodiment of the present disclosure is provided with a heater core and a passenger compartment evaporator in parallel. The medium passing through the heater core and the passenger compartment evaporator is the same. The heater core and the passenger compartment evaporator can be used as heat exchangers together to improve the heat exchange efficiency of the thermal management system. Because the heater core and the passenger compartment evaporator work at the same time and have the same medium, there is no need to set a cold and warm temperature damper to isolate the cold and heat sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air conditioning system. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0036] Figure 1 A schematic diagram of the structure of a thermal management system provided by an embodiment of the present disclosure;

[0037] Figure 2 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0038] Figure 3 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0039] Figure 4 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0040] Figure 5 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0041] Figure 6 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0042] Figure 7 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0043] Figure 8 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0044] Fig. 9 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0045] Fig.10 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0046] Fig.11 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0047] Fig.12 A schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0048] Fig.13 A schematic diagram of a thermal management method provided in an embodiment of the present disclosure;

[0049] Fig.14 A schematic diagram of the working principle of a thermal management system provided in an embodiment of the present disclosure;

[0050] Fig.15 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0051] Fig.16 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0052] Fig.17 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0053] Fig.18 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0054] Fig.19 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0055] Fig. 20 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0056] Fig.21 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure;

[0057] Fig. 22 A schematic diagram of the working principle of another thermal management system provided in an embodiment of the present disclosure.

[0058] Among them, the figure markings are: 1, refrigerant circulation loop; 2, coolant circulation loop; 11, first heat exchanger; 12, second heat exchanger; 101, air supply plate exchange; 102, liquid storage tank; 103, compressor; 104, first throttle valve; 105, first electronic water pump; 106, second electronic water pump; 107, third electronic water pump; 108, fourth electronic water pump; 21, heater core; 22, passenger compartment evaporator; 23, battery heat exchange structure; 24, drive system heat exchange structure; 25, low-temperature radiator; 201, first multi-way valve; 202, second multi-way valve; 203, first reversing valve; 204, second reversing valve; 205, third multi-way valve; 206, fourth multi-way valve; 207, fifth multi-way valve; 208, stop valve; 209, sixth multi-way valve. DETAILED DESCRIPTION

[0059] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0060] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0061] A thermal management system, method and vehicle provided by an embodiment of the present disclosure are exemplarily described below with reference to the accompanying drawings.

[0062] The present disclosure provides a thermal management system. Figure 1 A schematic diagram of a thermal management system provided by an embodiment of the present disclosure is shown in FIG. Figure 1 As shown, the thermal management system includes: a refrigerant circulation circuit 1 and a coolant circulation circuit 2 coupled to the refrigerant circulation circuit 1 .

[0063] The coolant circulation loop 2 includes a heater core 21 and a passenger compartment evaporator 22 which are arranged in parallel.

[0064] Exemplarily, the thermal management system includes a refrigerant circulation loop 1 and a coolant circulation loop 2 coupled to the refrigerant circulation loop 1. The refrigerant circulation loop 1 is a circulation loop for cooling or heating, and contains a refrigerant. The coolant circulation loop 2 drives the circulation of heat or cold through the flow of the coolant, thereby completing the heat exchange of the thermal management system.

[0065] The coolant circulation loop 2 includes a heater core 21 and a passenger compartment evaporator 22 arranged in parallel, which together play a role in heat exchange. For example, when cooling is required, the heater core 21 and the passenger compartment evaporator 22 release cold to the passenger compartment through the coolant in the coolant pipe, thereby improving the cooling effect; when heating is required, the heater core 21 and the passenger compartment evaporator 22 release heat to the passenger compartment through the coolant in the coolant pipe, thereby improving the heating effect. Compared with the prior art in which the heater core 21 and the passenger compartment evaporator 22 can only exchange heat in a single structure, the heater core 21 and the passenger compartment evaporator 22 are connected in parallel so that the circulating medium is the same, and heat is exchanged together during cooling or heating, which greatly improves the heat exchange amount and rate of the system and shortens the heat exchange time. Since the two work together, there is no need to isolate the cold and heat sources, the isolation device is reduced, and the structure of the air conditioning box is simplified.

[0066] Optionally, the refrigerant circulation loop 1 also includes an air supply plate exchanger 101, a liquid storage tank 102, a compressor 103 and a first throttle valve 104, wherein the liquid storage tank 102 stores refrigerant. Compared with the refrigerant circulation loop in the prior art, the embodiment of the present disclosure adds an air supply plate exchanger 101, which can improve the low-temperature heating effect in the refrigerant circulation loop. When the temperature is lower, the heating capacity is improved by increasing the enthalpy through air supply, and the length of the refrigerant pipeline can be shortened, thereby reducing the volume of the air-conditioning box placed at the front end of the vehicle.

[0067] It should be noted that the refrigerant in the refrigerant circulation loop 1 may be R290, also known as propane, with a molecular formula of C3H8. In some scenarios, R134a, also known as 1,1,1,2-tetrafluoroethane, with a chemical formula of C2H2F4, may also be used. Alternatively, in some scenarios, CO2, i.e., carbon dioxide, may also be used. The embodiments of the present disclosure do not limit this, and may be selected according to actual conditions.

[0068] The thermal management system provided by the embodiment of the present disclosure performs heat exchange through a refrigerant circulation circuit and a coolant circulation circuit coupled to the refrigerant circulation circuit, so as to provide the required heat or cooling for the vehicle. Compared with the prior art, a heater core and a passenger compartment evaporator are arranged in parallel in the coolant circulation circuit of the embodiment of the present disclosure. The medium passing through the heater core and the passenger compartment evaporator is the same, so the heater core and the passenger compartment evaporator can be used as a heat exchanger together to improve the heat exchange effect of the thermal management system. Because the heater core and the passenger compartment evaporator work at the same time and have the same medium, there is no need to set hot and cold temperature dampers to isolate the cold and heat sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air-conditioning system.

[0069] In some embodiments, Figure 2 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 2As shown, the coolant circulation loop 2 includes a first multi-way valve 201 and a second multi-way valve 202 .

[0070] The coolant inlet end of the heater core 21 and the coolant inlet end of the passenger compartment evaporator 22 are connected in parallel to the coolant circulation loop 2 through the first multi-way valve 201 .

[0071] The coolant outlet of the heater core 21 and the coolant outlet of the passenger compartment evaporator 22 are connected in parallel to the coolant circulation loop 2 through the second multi-way valve 202 .

[0072] In the embodiment of the present disclosure, the coolant circulation loop 2 further includes a first multi-way valve 201 and a second multi-way valve 202, and the connection between the heater core 21 and the passenger compartment evaporator 22 is controlled by controlling the opening or closing of the ports of the first multi-way valve 201 and the second multi-way valve 202. Exemplarily, the coolant inlet end of the heater core 21 and the coolant inlet end of the passenger compartment evaporator 22 are connected in parallel in the coolant circulation loop 2 through the first multi-way valve 201, wherein the coolant inlet end of the heater core 21 is connected to the port 1 of the first multi-way valve 201, the port 2 of the first multi-way valve 201 is connected to the coolant inlet end of the passenger compartment evaporator 22 and the coolant circulation loop 2, and the port 3 of the first multi-way valve 201 is connected to the coolant circulation loop 2, so that the coolant can flow into the heater core 21 and the passenger compartment evaporator 22 together. The coolant storage end of the heater core 21 and the coolant outlet end of the passenger compartment evaporator 22 are connected in parallel to the coolant circulation loop 2 through the second multi-way valve 202, wherein the coolant outlet end of the heater core 21 is connected to the port 2 of the second multi-way valve 202 and the coolant circulation loop 2, the port 1 of the second multi-way valve 202 is connected to the coolant outlet end of the passenger compartment evaporator 22, and the port 3 of the second multi-way valve 202 is connected to the coolant circulation loop 2, so that the coolant can flow out of the heater core 21 and the passenger compartment evaporator 22 together.

[0073] When there is a cooling demand, the cooling capacity carried by the coolant in the coolant circulation loop 2 is released by the heater core 21 and the passenger compartment evaporator 22. When there is a heating demand, the heat carried by the coolant in the coolant circulation loop 2 is released by the heater core 21 and the passenger compartment evaporator 22. The heater core 21 and the passenger compartment evaporator 22 arranged in parallel in the coolant circulation loop of the disclosed embodiment have the same medium. The heater core 21 and the passenger compartment evaporator 22 can be used together as a heat exchanger to improve the heat exchange effect of the thermal management system.

[0074] In some scenarios with low heat exchange requirements, it may not be necessary to connect the heater core 21 and the passenger compartment evaporator 22 in parallel for heat exchange. The conduction path can be selected by controlling the first multi-way valve 201 and the second multi-way valve 202. For example, if only the heater core 21 needs to be connected to the coolant circulation loop 2, the port 1 of the second multi-way valve 202 can be controlled to be closed to disconnect the connection between the passenger compartment evaporator 22 and the coolant circulation loop 2; if only the passenger compartment evaporator 22 needs to be connected to the coolant circulation loop 2, the port 1 of the first multi-way valve 201 can be controlled to be closed to disconnect the connection between the heater core 21 and the coolant circulation loop 2. Based on the above structure, combined with actual heat exchange requirements, the devices connected in the coolant circulation loop 2 can be controlled to achieve different heat exchange effects.

[0075] In some embodiments, Figure 1 As shown, it also includes a first heat exchanger 11 and a second heat exchanger 12. The refrigerant circulation circuit 1 is coupled to the coolant circulation circuit 2 through the first heat exchanger and the second heat exchanger.

[0076] The first heat exchanger 11 is a device for absorbing heat by evaporation of the refrigerant in the refrigerant pipe, and the second heat exchanger 12 is a device for releasing heat by condensation of the refrigerant in the refrigerant pipe.

[0077] The refrigerant circulation loop 1 of the thermal management system also includes a first heat exchanger 11 and a second heat exchanger 12. The refrigerant circulation loop 1 is coupled to the coolant circulation loop 2 through the first heat exchanger 11 and the second heat exchanger 12 to jointly provide the required heat or cold for the vehicle.

[0078] Among them, the first heat exchanger 11 and the second heat exchanger 12 are both provided with a refrigerant pipe and a coolant pipe. The refrigerant pipe in the first heat exchanger 11 is a pipe connected to the left side of the first heat exchanger 11, and the coolant pipe is a pipe connected to the upper and lower parts of the first heat exchanger 11; the refrigerant pipe in the second heat exchanger 12 is a pipe on the upper and lower right side of the second heat exchanger 12, and the coolant pipe in the second heat exchanger 12 is a pipe connected to the left side of the second heat exchanger 12 and a pipe on the lower left side. The coolant pipe in the first heat exchanger 11 and the coolant pipe in the second heat exchanger 12 are both connected to the coolant circulation loop 2. The first heat exchanger 11 is a device for evaporating the refrigerant in the refrigerant pipe to absorb heat, and the second heat exchanger 12 is a device for condensing the refrigerant in the refrigerant pipe to release heat. The refrigerant in the refrigerant pipes of the first heat exchanger 11 and the second heat exchanger 12 performs heat exchange with the coolant in the coolant pipe. Therefore, the refrigerant circulation loop can be coupled with the coolant circulation loop through the heat exchanger to provide the required heat or cold for the vehicle.

[0079] In some embodiments, Figure 1As shown, the coolant circulation loop 2 also includes a battery heat exchange structure 23 and a first reversing valve 203. The first reversing valve 203 is used to switch the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to a conducting state, or a coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to a shutoff state.

[0080] In the disclosed embodiment, Figure 3 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 3 As shown, the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 is switched to the off state through the first reversing valve 203. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, it flows directly to the coolant inlet of the battery heat exchange structure 23 through the first reversing valve 203 to complete the circulation. At this time, the coolant flowing out of the battery heat exchange structure 23 will not pass through the first heat exchanger 11, and there is no need to exchange heat at the first heat exchanger 11. This structure is suitable for the situation where the refrigerant in the refrigerant pipeline in the first heat exchanger 11 does not need to evaporate and absorb heat when the battery is at a uniform temperature, and heat is exchanged with the coolant in the coolant circulation loop 2. In some other scenarios, for example, when the battery needs to be heated, the battery heat exchange structure 23 should be disconnected from the first heat exchanger 11, and the battery heat exchange structure 23 should be connected to the second heat exchanger 12. The coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 can also be switched to the off state through the control of the first reversing valve 203.

[0081] or, Figure 4 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 4 As shown, the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 is switched to a conducting state through the first reversing valve 203. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, it flows to the first heat exchanger 11 through the first reversing valve 203. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the battery heat exchange structure 23. After flowing out of the first heat exchanger 11, the coolant circulates to the first reversing valve 203 again, and then circulates to the coolant inlet of the battery heat exchange structure 23 to complete the heat exchange.

[0082] This structure is suitable for cooling the battery quickly. In some other scenarios, the coolant flows out after heat exchange at the first heat exchanger 11, and does not return directly to the first reversing valve 203, but returns to the first reversing valve 203 after cooling other structures through the coolant circulation loop 2. For example, cooling the heat exchange structure of the drive system can also be controlled by the first reversing valve 203 to switch the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to a conducting state.

[0083] It should be noted that the above embodiment only provides a partial connection method. Under the premise of adopting the thermal management system provided by the above embodiment, by controlling the first reversing valve 203 to switch the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to an off state or a connected state, different heat exchange requirements can be met. The embodiment of the present disclosure can be applicable to different usage environments or different working conditions.

[0084] In some embodiments, continue to refer to Figure 1 The coolant circulation loop 2 also includes a drive system heat exchange structure 24 and a second reversing valve 204. The second reversing valve 204 is used to switch the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 to a conducting state, or the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 to a shutoff state.

[0085] The drive system heat exchange structure 24 may include a drive motor of the vehicle, such as a front drive motor and a rear drive motor, etc., and the specific structure is not limited. The drive system heat exchange structure 24 needs to dissipate heat during vehicle operation, so heat can be exchanged through the coolant circulation loop 2.

[0086] in, Figure 5 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 5 As shown, the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 is switched to a conducting state through the second reversing valve 204. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 24, it flows to the first heat exchanger 11 through the second reversing valve 204. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the drive system heat exchange structure 24. After flowing out of the first heat exchanger 11, the coolant circulates to the second reversing valve 204 again, and then circulates to the coolant inlet of the battery heat exchange structure 23 to complete the heat exchange.

[0087] This structure is suitable for cooling the drive system. The waste heat generated by the drive system heat exchange structure 24 is recovered at the first heat exchanger 11 through the above structure, and the recovered heat is used for refrigeration, thereby improving the refrigeration energy efficiency ratio, quickly cooling the drive system, and avoiding energy waste. In some other scenarios, the coolant flows out after heat exchange at the first heat exchanger 11, and does not directly return to the second reversing valve 204, but returns to the second reversing valve 204 after cooling other structures through the coolant circulation loop 2. For example, the battery heat exchange structure 23 is cooled, and the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 can also be switched to a conducting state through the control of the second reversing valve 204.

[0088] or, Figure 6 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 6 As shown, the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 is switched to the off state through the second reversing valve 204. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the drive system heat exchange structure 24, it flows directly to the coolant inlet of the drive system heat exchange structure 24 through the second reversing valve 204. At this time, the coolant flowing out through the drive system heat exchange structure 24 will not pass through the first heat exchanger 11, and there is no need to exchange heat at the first heat exchanger 11. This structure is suitable for maintaining a uniform temperature of the drive system, and there is no need to absorb heat through the evaporation of the refrigerant in the refrigerant pipeline in the first heat exchanger 11 to exchange heat with the coolant in the coolant circulation loop 2.

[0089] It should be noted that the above embodiment only provides a partial connection method. Under the premise of adopting the thermal management system provided by the above embodiment, by controlling the second reversing valve 204 to switch the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 to an on state or an off state, different heat exchange requirements can be met. The embodiment of the present disclosure can be applicable to different usage environments or different working conditions.

[0090] In some embodiments, continue to refer to Figure 4 The coolant circulation loop 2 further includes a third multi-way valve 205 and a battery heat exchange structure 23. The third multi-way valve 205 is used to open or close the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11, or to open or close the coolant pipeline between the battery heat exchange structure 23 and the second heat exchanger 12.

[0091] Port 1 of the third multi-way valve 205 is connected to the coolant inlet end of the battery heat exchange structure 23, port 2 of the third multi-way valve 205 is connected to the coolant outlet end of the second heat exchanger 12, port 3 of the third multi-way valve 205 is connected to the coolant outlet end of the first heat exchanger 11, and port 4 of the third multi-way valve 205 is connected to the coolant outlet end of the battery heat exchange structure 23. Therefore, different ports of the third multi-way valve 205 are respectively connected to the first heat exchanger 11 and the second heat exchanger 12. By controlling the ports of the third multi-way valve 205, it is possible to control which heat exchanger the battery heat exchange structure is connected to. Because the first heat exchanger 11 is a device for absorbing heat by evaporating the refrigerant in the refrigerant pipe, and the second heat exchanger 12 is a device for releasing heat by condensing the refrigerant in the refrigerant pipe, when the battery heat exchange structure 23 is connected to the first heat exchanger 11, the refrigerant in the refrigerant pipe of the first heat exchanger 11 exchanges heat with the coolant in the coolant pipe to cool the battery heat exchange structure 23; when the battery heat exchange structure is connected to the second heat exchanger 12, the refrigerant in the refrigerant pipe of the second heat exchanger 12 exchanges heat with the coolant in the coolant pipe to heat the battery heat exchange structure 23, thereby meeting the different heat exchange requirements of the battery.

[0092] For example, reference Figure 4 When the thermal management requirement is battery cooling, the third multi-way valve 205 conducts the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11, and disconnects the coolant pipeline between the battery heat exchange structure 23 and the second heat exchanger 12. At this time, port 1 and port 3 of the third multi-way valve 205 are in a conducting state, and port 2 and port 4 of the third multi-way valve 205 are in a closed state. The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23 and reaches the first heat exchanger 11. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of the battery heat exchange structure 23. After that, the coolant returns to port 3 of the third multi-way valve 205, and flows from port 1 of the third multi-way valve 205 to the coolant inlet of the battery heat exchange structure 23 to complete the cooling cycle. This structure is suitable for cooling the battery quickly when cooling the battery.

[0093] Figure 7 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 7As shown, when the thermal management requirement is battery heating, the third multi-way valve 205 conducts the coolant pipeline between the battery heat exchange structure 23 and the second heat exchanger 12, and disconnects the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11. At this time, port 1 and port 2 of the third multi-way valve 205 are in a conducting state, and port 3 and port 4 of the third multi-way valve 205 are in a closed state. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, it reaches the second heat exchanger 12. The refrigerant in the refrigerant pipeline of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the battery heat exchange structure 23. After that, the coolant returns to port 2 of the third multi-way valve 205, and flows from port 1 of the third multi-way valve 205 to the coolant inlet of the battery heat exchange structure 23 to complete the heating cycle. This structure is suitable for quickly heating the battery when cooling the battery.

[0094] In combination with the above embodiments, it can be known that by controlling the third multi-way valve, the battery heat exchange structure 23 can be selectively heated or cooled to meet different heat exchange requirements. Therefore, the embodiments of the present disclosure can be applicable to different usage environments or different working conditions.

[0095] Continuing to refer to the above embodiment, the third multi-way valve 205 is also used to open or close the coolant pipeline between the coolant outlet end of the first heat exchanger 11 and the coolant inlet end of the battery heat exchange structure 23, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0096] For example, Figure 8 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Figure 8 As shown, when the thermal management requirement is battery cooling, the third multi-way valve 205 connects the coolant pipeline between the battery heat exchange structure 23 and the coolant outlet end of the first heat exchanger 11 and the battery exchange end, and connects the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0097] At this time, the ports 1, 3 and 4 of the third multi-way valve 205 are in the on state, and the port 2 of the third multi-way valve 205 is in the off state. After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23, it is divided into two paths. One path of the coolant carries the residual heat released by the battery heat exchange structure 23, and the temperature is relatively high. It flows in through the port 4 of the third multi-way valve 205 and flows out from the port 1 of the third multi-way valve 205. The temperature of this path of coolant is relatively high and is not cooled down. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11 to reduce the temperature of this path of coolant. Then, the coolant returns to the port 3 of the third multi-way valve 205 and flows out from the port 1 of the third multi-way valve 205. After cooling, the temperature of this path of coolant is relatively low, which is lower than the temperature of the coolant that has not passed through the first heat exchanger 11. Both cooling liquids flow out from port 1 of the third multi-way valve 205. Therefore, the cooling liquid with a higher temperature is mixed with the cooling liquid with a lower temperature here, and the temperature of the obtained cooling liquid is more suitable for the working temperature of the battery heat exchange structure 23. Compared with the prior art in which the cooling liquid is directly circulated to the battery heat exchange structure 23 after being cooled by the first heat exchanger 11, the method provided in the embodiment of the present disclosure mixes the high-temperature cooling liquid with the low-temperature cooling liquid, so that the temperature of the cooling liquid flowing through the battery heat exchange structure is moderate. When the cooling liquid passes through the battery, the battery is prevented from being overcooled, which affects the battery life and the working efficiency of the battery.

[0098] Furthermore, if the current working condition does not require mixing of coolants of different temperatures, for example, if the battery only needs to maintain a uniform temperature, the coolant pipeline between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 23 can be shut off, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23 can be turned on. Or if the battery needs to be cooled quickly, the coolant pipeline between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 23 can be turned on, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23 can be turned off. All of these can be achieved by opening or closing each port of the third multi-way valve 205, and the specific connection method will not be repeated here.

[0099] Alternatively, continuing to refer to the above embodiment, the third multi-way valve 205 is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger 12 and the coolant inlet end of the battery heat exchange structure 23, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0100] For example, Fig. 9A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig. 9 As shown, when the thermal management requirement is battery heating, the third multi-way valve 205 is used to connect the coolant pipeline between the coolant outlet end of the second heat exchanger 12 and the coolant inlet end of the battery heat exchange structure 23, and to close the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0101] At this time, port 1, port 2, and port 3 of the third multi-way valve 204 are in an on state, and port 4 of the third multi-way valve 205 is in an off state. After the coolant in the coolant circulation loop 2 flows out from the liquid outlet of the battery heat exchange structure 23, it is divided into two paths. One path flows to the coolant inlet end of the second heat exchanger 12. The refrigerant in the refrigerant pipe in the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of this path of coolant. Then the coolant returns to port 2 of the third multi-way valve 205 and flows out from port 1 of the third multi-way valve 205; the other path flows in through port 3 of the third multi-way valve 205 and flows out from port 1 of the third multi-way valve 205. The coolant flowing out of this path does not pass through the second heat exchanger 12, and the temperature is lower than the coolant passing through the second heat exchanger 12. Both coolants flow out from port 1 of the third multi-way valve 205. Therefore, the coolant with a higher temperature is mixed with the coolant with a relatively lower temperature here, and the temperature of the obtained coolant is more suitable for the operating temperature of the battery heat exchange structure 23. Compared with the prior art in which the coolant is heated by the second heat exchanger 12 and then directly circulated to the battery heat exchange structure 23, the method provided in the embodiment of the present disclosure mixes the high-temperature coolant with the low-temperature coolant, so that the temperature of the coolant flowing through the battery heat exchange structure can be moderate. When the coolant passes through the battery, overheating of the battery is avoided, which affects the battery life and battery operating efficiency.

[0102] Furthermore, if the current working condition does not require mixing of coolants of different temperatures, for example, if the battery only needs to maintain a uniform temperature, the coolant pipeline between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23 can be shut off, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23 can be turned on. Or if the battery needs to heat up quickly, the coolant pipeline between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23 can be turned on, and the coolant pipeline between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23 can be turned off. All of this can be achieved by opening or closing each port of the third multi-way valve 205, and the specific connection method will not be repeated here.

[0103] In some embodiments, continuing to refer to the above embodiments, the coolant circulation loop 2 further includes a fourth multi-way valve 206 , and the coolant circulation loop 2 further includes at least one of a low-temperature radiator 25 and a battery heat exchange structure 23 .

[0104] The fourth multi-way valve 206 is used to open or close the coolant pipeline between the second heat exchanger 12 and at least one of the low-temperature radiator 25 , the battery heat exchange structure 23 , the heater core 21 and the passenger compartment evaporator 22 .

[0105] In the embodiment of the present disclosure, a fourth multi-way valve 206 and at least one of a low-temperature radiator 25 and a battery heat exchange structure 23 are further provided in the coolant circulation loop 2, wherein the low-temperature radiator 25 can directly exchange heat with the air outside the vehicle. The fourth multi-way valve 206 includes four ports, wherein port 1 of the fourth multi-way valve 206 is connected to the coolant inlet end of the second heat exchanger 12, port 2 of the fourth multi-way valve 206 is connected to the coolant outlet end of the heater core 21 and the passenger compartment evaporator 22, port 3 of the fourth multi-way valve 206 is connected to the coolant outlet end of the battery heat exchange structure 23, and port 4 of the fourth multi-way valve 206 is connected to the outlet end of the low-temperature radiator 25. Therefore, by controlling the conduction and disconnection of different ports of the fourth multi-way valve 206, different structures connected in the coolant pipeline can be selected.

[0106] For example, Fig.10 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.10 As shown, port 1 and port 4 of the fourth multi-way valve 206 are connected, and port 2 and port 3 of the fourth multi-way valve 206 are disconnected. The coolant in the coolant circulation loop 2 flows through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the low-temperature radiator 25, where the heat carried by the coolant can be exchanged with the outside. After the coolant temperature is reduced, it flows from the coolant outlet of the low-temperature radiator 25 to port 4 of the fourth multi-way valve 206, and flows through port 1 of the fourth multi-way valve 206 to the coolant inlet of the second heat exchanger 12, completing the heat dissipation cycle. This structure is suitable for energy-saving and cooling conditions. It does not require refrigerant for cooling, and heat exchange with the outside air is sufficient through the low-temperature radiator 25.

[0107] Alternatively, see Figure 7When the battery needs to be heated, the coolant circulation loop of the battery heat exchange structure 23 is turned on, port 1 and port 3 of the fourth multi-way valve 206 are turned on, and port 2 and port 4 of the fourth multi-way valve 206 are disconnected. After the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, it flows in through port 3 of the fourth multi-way valve 206, and reaches the second heat exchanger 12 from port 1 of the fourth multi-way valve 206. The refrigerant in the refrigerant pipe in the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the coolant, and then the coolant circulates to the coolant inlet of the battery heat exchange structure 23 to complete the heating cycle. This structure is suitable for quickly heating the battery when heating it.

[0108] Optionally, Fig.11 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.11 As shown, when heating the passenger compartment, the heater core 21 and the passenger compartment evaporator 22 can be connected to the second heat exchanger 12, the port 1 and the port 2 of the fourth multi-way valve 206 can be connected, and the port 3 and the port 4 of the fourth multi-way valve 206 can be disconnected. The coolant flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 21 and the passenger compartment evaporator 22, where heat exchange is performed to increase the temperature in the passenger compartment. After that, the coolant flows out through the coolant outlet of the heater core 21 and the passenger compartment evaporator 22, and flows from the port 2 of the fourth multi-way valve 206 to the coolant inlet of the second heat exchanger 12 to complete the heating cycle. This structure is suitable for releasing heat to the passenger compartment to quickly heat up the passenger compartment.

[0109] It should be noted that, in some embodiments, there is also a connection method for the coolant pipes between the second heat exchanger 12 and multiple structures in the low-temperature radiator 25, the battery heat exchange structure 23, the heater core 21 and the passenger compartment evaporator 22 through the fourth multi-way valve 206, which can be obtained by combining the connection methods of the embodiments provided above and will not be described in detail here.

[0110] In some embodiments, continue to refer to Figure 1 The coolant circulation loop 2 also includes a fifth multi-way valve 207 , a low-temperature radiator 25 and a drive system heat exchange structure 24 .

[0111] The fifth multi-way valve 207 is disposed on the coolant pipeline between the drive system heat exchange structure 24 and the low-temperature radiator 25 , and is used to open or close the coolant pipeline between the drive system heat exchange structure 24 and the low-temperature radiator 25 .

[0112] In the embodiment of the present disclosure, a fifth multi-way valve 207, a low-temperature radiator 25 and a drive system heat exchange structure 24 are also provided in the coolant circulation loop 2. The fifth multi-way valve 207 includes three ports, port 1 of the fifth multi-way valve 207 is connected to the coolant outlet of the low-temperature radiator 25, port 2 of the fifth multi-way valve 207 is connected to the coolant inlet of the drive system heat exchange structure 24, and port 3 of the fifth multi-way valve 207 is connected to the coolant outlet of the drive system heat exchange structure 24 and the coolant inlet of the low-temperature radiator 25. Therefore, by controlling the conduction and disconnection of different ports of the fifth multi-way valve 207, different structures connected in the coolant pipeline can be selected.

[0113] For example, Fig.12 A schematic diagram of a thermal management system according to another embodiment of the present disclosure is shown in FIG. Fig.12 As shown, port 2 and port 3 of the fifth multi-way valve 207 are connected, and port 1 of the fifth multi-way valve 207 is closed. At this time, the heat exchange structure 24 of the drive system is in a uniform temperature state, and no refrigerant heat exchange is required, nor is heat exchange with the outside through the low-temperature radiator 25, thereby avoiding energy loss and being more energy-efficient. The coolant flows out from the coolant outlet of the heat exchange structure 24 of the drive system, passes through port 3 of the fifth multi-way valve 207, and flows into the coolant inlet of the heat exchange structure 24 of the drive system from port 2 of the fifth multi-way valve 207, completing its own circulation and achieving a uniform temperature effect.

[0114] In some possible scenarios, for example, the refrigerant circulation loop 1 also includes a first heat exchanger 11. After the coolant flows out through the coolant outlet of the drive system heat exchange structure 24, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 23, and then flow into the coolant inlet of the drive system heat exchange structure 24 through end 2 of the fifth multi-way valve 207.

[0115] When a low temperature radiator 25 is required to dissipate heat, please refer to Figure 6 In the connection mode, port 1 and port 2 of the fifth multi-way valve 207 are connected, and port 3 of the fifth multi-way valve 207 is closed. After the coolant flows out from the coolant outlet of the drive system heat exchange structure 24, it reaches the coolant inlet of the low-temperature radiator 25. After the low-temperature radiator 25 is in heat exchange with the outside air, the coolant flows out from the coolant outlet of the low-temperature radiator 25 to port 1 of the fifth multi-way valve 207, and flows into the coolant inlet of the drive system heat exchange structure 24 from port 2 of the fifth multi-way valve to complete its own circulation. This heat dissipation method is more energy-saving, and uses the ambient temperature to dissipate the heat of the drive system heat exchange structure 24 to meet the cooling requirements.

[0116] In some possible scenarios, for example, the refrigerant circulation loop 1 also includes a first heat exchanger 11. After the coolant flows out through the coolant outlet of the drive system heat exchange structure 24, it may also pass through the first heat exchanger 11, or the battery heat exchange structure 23, and then flow into the coolant inlet of the drive system heat exchange structure 24 through port 2 of the fifth multi-way valve 207.

[0117] In some embodiments, reference may be made to Figure 1 The coolant circulation loop 2 also includes a stop valve 208 connected in parallel with the heater core 21. The stop valve 208 is used to open or close the coolant pipeline where the stop valve 208 is located.

[0118] By controlling the on and off of the stop valve 208, the conduction path of the coolant can be controlled. When the stop valve is on, the coolant will pass through the stop valve 208 and will not pass through the heater core 21. When the stop valve is off, the coolant will pass through the heater core.

[0119] Optionally, if the refrigerant circulation circuit 1 further includes a first heat exchanger 11, refer to Figure 4 , the stop valve 208 is turned on, and the coolant flows out through the stop valve 208 after passing through the first heat exchanger 11, without passing through the heater core 21. In this structure, the battery heat exchange structure 23 is cooled quickly, and there is no need to cool the passenger compartment through the heater core 21. Therefore, when there is no need to cool the passenger compartment or heat the passenger compartment, the coolant pipeline where the stop valve 208 is located can be turned on so that the coolant does not pass through the heater core 21.

[0120] In some embodiments, continuing to refer to the above embodiments, the coolant circulation loop 2 also includes a sixth multi-way valve 209 , a drive system heat exchange structure 24 and a low-temperature radiator 25 .

[0121] The sixth multi-way valve 209 is located on the coolant pipeline between the coolant outlet end of the drive system heat exchange structure 24 and the coolant inlet end of the low-temperature radiator 25, and between the coolant outlet end of the low-temperature radiator 25 and the coolant inlet end of the low-temperature radiator 25.

[0122] The sixth multi-way valve 209 is used to open or close the coolant pipeline between the coolant outlet end of the drive system heat exchange structure 24 and the coolant inlet end of the low-temperature radiator 25, and to open or close the coolant pipeline between the coolant outlet end of the low-temperature radiator 25 and the coolant inlet end of the low-temperature radiator 25.

[0123] In the disclosed embodiment, the coolant circulation loop 2 further includes a sixth multi-way valve 209, a drive system heat exchange structure 24, and a low-temperature radiator 25, wherein port 1 of the sixth multi-way valve 209 is connected to the coolant inlet end of the low-temperature radiator 25, port 2 of the sixth multi-way valve 209 is connected to the coolant outlet end of the drive system heat exchange structure 24, and port 3 of the sixth multi-way valve 209 is connected to the coolant outlet end of the low-temperature radiator 25. By controlling the conduction and shutoff of the port of the sixth multi-way valve 209, the drive system heat exchange structure can be selectively connected to the coolant pipeline.

[0124] For example, continue to refer to Figure 6 , when port 1 and port 2 of the sixth multi-way valve are connected, and port 3 of the sixth multi-way valve is closed, the low-temperature radiator 25 is only connected to the drive system heat exchange structure 24, that is, the coolant pipeline between the coolant outlet of the drive system heat exchange structure 24 and the coolant inlet of the low-temperature radiator 25 is connected, and the coolant pipeline between the coolant outlet of the low-temperature radiator 25 and the coolant inlet of the low-temperature radiator 25 is closed. After the coolant passes through the low-temperature radiator 25, it will flow to the coolant inlet of the drive system heat exchange structure 24. At this time, the drive system heat exchange structure 24 is cooled by the coolant. The coolant flows out through the coolant outlet of the drive system heat exchange structure 24, passes through port 2 and port 1 of the sixth multi-way valve 209 in sequence, and then flows to the coolant outlet of the low-temperature radiator 25, completing the cooling cycle of the drive system heat exchange structure 24. No cold medium is required in this process.

[0125] If port 1 and port 3 of the sixth multi-way valve 209 are connected and port 2 of the sixth multi-way valve 209 is closed, the low-temperature radiator 25 is not connected to the drive system heat exchange structure 24. When there is no need to cool the drive system heat exchange structure 24, this embodiment can be referred to.

[0126] Optionally, the three ports of the sixth multi-way valve 209 can also be controlled to be connected. At this time, the coolant inlet of the low-temperature radiator 25 is respectively connected to the coolant outlet of the drive system heat exchange structure 24 and the coolant outlet of the low-temperature radiator 25, and the coolant outlet of the low-temperature radiator 25 is respectively connected to the coolant inlet of the drive system heat exchange structure 24. After the coolant flows out from the coolant outlet of the low-temperature radiator 25, it will be divided into two paths, one of which flows in through the coolant inlet of the drive system heat exchange structure 24 and flows out from the coolant outlet of the drive system heat exchange structure 24 to port 2 of the sixth multi-way valve 209, and the other flows directly to port 3 of the sixth multi-way valve 209, and flows out to the coolant inlet of the low-temperature radiator 25 through port 1 of the sixth multi-way valve 209. By controlling the flow rates of port 2 and port 3 of the sixth multi-way valve 209, it is possible to avoid loss to the drive system heat exchange structure 24 when the coolant temperature is too low. For example, when the external ambient temperature is relatively low and the coolant temperature is even lower, the temperature of the coolant is still relatively low after passing through the low-temperature radiator 25. If all the coolant passes through the drive system heat exchange structure 24, it will affect the normal operation of the drive system heat exchange structure 24. At this time, the flow rate of port 2 of the sixth multi-way valve 209 is reduced, and the flow rate of port 3 of the sixth multi-way valve 209 is increased. The coolant flows out after merging at port 1 of the sixth multi-way valve 209. This reduces the amount of coolant passing through the drive system heat exchange structure 24 to avoid damage to the structure and ensures that the drive system heat exchange structure 24 is cooled.

[0127] Fig.13 A schematic diagram of a thermal management method provided by an embodiment of the present disclosure is shown in FIG. Fig.13 As shown, the embodiment of the present disclosure further provides a thermal management method, which is applicable to the thermal management system of any one of the above thermal management system embodiments, and the method includes:

[0128] S100: Obtain thermal management requirements of a vehicle.

[0129] S200: Based on the thermal management requirements of the vehicle, control the heater core and the passenger compartment evaporator arranged in parallel to release heat or cold to the passenger compartment through the coolant in the coolant pipe.

[0130] Exemplarily, based on the settings of the above-mentioned thermal management system, the thermal management requirements of the vehicle can be determined. For example, if the thermal management requirement of the vehicle is a cooling requirement, the heater core and the passenger compartment evaporator arranged in parallel can be controlled to release cold air to the passenger compartment through the coolant in the coolant pipe, thereby improving the cooling effect. If the thermal management requirement of the vehicle is a heating requirement, the heater core and the passenger compartment evaporator arranged in parallel can be controlled to release heat to the passenger compartment through the coolant in the coolant pipe, thereby improving the heating effect.

[0131] Since the heater and the passenger compartment evaporator are arranged in parallel in the disclosed embodiment, the heater core and the passenger compartment evaporator jointly play the role of heat exchange. Compared with the prior art in which the heater core and the passenger compartment evaporator can only exchange heat in a single structure, the heater core and the passenger compartment evaporator are connected in parallel so that the circulating medium is the same, and heat is exchanged together during cooling or heating, which greatly improves the heat exchange rate and speed of the system and shortens the heat exchange time. Since the two work together and the medium is the same, there is no need to set a cold and hot temperature damper to isolate the cold and hot sources, and there is no need to isolate the heater core from the evaporator, thereby simplifying the structure of the air conditioning system and streamlining the structure of the air conditioning box.

[0132] In some embodiments, based on the thermal management requirements of the vehicle, controlling the heater core and the passenger compartment evaporator arranged in parallel to release heat or cold to the passenger compartment through the coolant in the coolant pipe includes:

[0133] Determine that the thermal management requirement of the vehicle is passenger compartment cooling, control the first multi-way valve and the second multi-way valve to connect the heater core and the passenger compartment evaporator in parallel and connect them in series with the coolant pipeline of the first heat exchanger, so that the heater core and the passenger compartment evaporator release cold air to the passenger compartment through the coolant in the coolant pipeline.

[0134] Among them, the coolant circulation loop includes a first multi-way valve and a second multi-way valve; the coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve; the coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the second multi-way valve.

[0135] For example, continue to refer to Figure 2 When it is determined that the thermal management requirement of the vehicle is passenger compartment cooling, the first multi-way valve 201 and the second multi-way valve 202 can be controlled to connect the heater core 21 and the passenger compartment evaporator 22 in parallel and connect them in series with the coolant pipe of the first heat exchanger 11. The coolant passes through the coolant pipe in the first heat exchanger 11 and exchanges heat with the refrigerant in its refrigerant pipe. The coolant temperature is reduced and circulated to the heater core 21 and the passenger compartment evaporator 22, and the heater core 21 and the passenger compartment evaporator 22 are connected in parallel in the coolant circulation loop 2. Therefore, the coldness carried by the coolant can be released to the passenger compartment at the heater core 21 and the passenger compartment evaporator 22 to meet the passenger compartment cooling requirement. The two cool together, greatly improving the cooling effect of the thermal management system.

[0136] In some embodiments, based on the thermal management requirements of the vehicle, controlling the heater core and the passenger compartment evaporator arranged in parallel to release heat or cold to the passenger compartment through the coolant in the coolant pipe includes:

[0137] Determining that the thermal management requirement of the vehicle is passenger compartment heating, controlling the first multi-way valve and the second multi-way valve to connect the heater core and the passenger compartment evaporator in parallel and connect them in series with the coolant pipeline of the second heat exchanger, so that the heater core and the passenger compartment evaporator release heat to the passenger compartment through the coolant in the coolant pipeline;

[0138] Among them, the coolant circulation loop includes a first multi-way valve and a second multi-way valve; the coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve; the coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the second multi-way valve.

[0139] For example, continue to refer to Figure 2 When it is determined that the thermal management requirement of the vehicle is passenger compartment heating, the first multi-way valve 201 and the second multi-way valve 202 can be controlled to connect the heater core 21 and the passenger compartment evaporator 22 in parallel and connect them in series with the coolant pipe of the second heat exchanger 12. 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 21 and the passenger compartment evaporator 22, and the heater core 21 and the passenger compartment evaporator 22 are connected in parallel in the coolant circulation loop 2. Therefore, the heat carried by the coolant can be released to the passenger compartment at the heater core 21 and the passenger compartment evaporator 22 to meet the heating requirement of the passenger compartment. The two heat together, greatly improving the heating effect of the thermal management system.

[0140] In some embodiments, it also includes:

[0141] Determine that the thermal management requirement of the vehicle is battery cooling, and control the third multi-way valve to connect the coolant pipeline between the coolant outlet end of the first heat exchanger and the coolant inlet end of the battery heat exchange structure, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0142] Among them, the coolant circulation loop also includes a third multi-way valve and a battery heat exchange structure.

[0143] For example, continue to refer to Figure 8 When it is determined that the thermal management requirement of the vehicle is battery cooling, the third multi-way valve 205 can be controlled to connect the coolant pipeline between the coolant outlet end of the first heat exchanger 11 and the coolant inlet end of the battery heat exchange structure 23, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0144] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23, it is divided into two paths. One path of coolant directly returns to the coolant inlet of the battery heat exchange structure 23. The coolant in this path is not cooled down and has a high temperature. The other path of coolant passes through the first heat exchanger 11 and can perform heat exchange at the first heat exchanger 11 to reduce the temperature of the coolant in this path. Then the coolant returns to the coolant inlet of the battery heat exchange structure 23. The two paths of coolant have different temperatures. Before returning to the coolant inlet of the battery heat exchange structure 23, they have been mixed in the coolant pipeline. After the coolant with a higher temperature is mixed with the coolant with a lower temperature, the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 23. Compared with the prior art in which the coolant is directly circulated to the battery heat exchange structure 23 after being cooled by the first heat exchanger 11, the method provided in the embodiment of the present disclosure mixes the high-temperature coolant with the low-temperature coolant, so that the temperature of the coolant flowing through the battery heat exchange structure is moderate. When the coolant passes through the battery, the battery is prevented from being overcooled, which affects the battery life and the working efficiency of the battery.

[0145] In some minor embodiments, it also includes:

[0146] Determine that the thermal management requirement of the vehicle is battery heating, and control the third multi-way valve to connect the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

[0147] Among them, the coolant circulation loop also includes a third multi-way valve and a battery heat exchange structure.

[0148] For example, continue to refer to Fig. 9 When it is determined that the thermal management requirement of the vehicle is battery heating, the third multi-way valve 205 can be controlled to connect the coolant pipeline between the coolant outlet end of the second heat exchanger 12 and the coolant inlet end of the battery heat exchange structure 23, and to connect the coolant pipeline between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the battery heat exchange structure 23.

[0149] After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23, it is divided into two paths. One path of coolant directly returns to the coolant inlet of the battery heat exchange structure 23. The coolant in this path is not heated and has a low temperature. The other path of coolant passes through the second heat exchanger 12 and can perform heat exchange at the second heat exchanger 12 to increase the temperature of the coolant in this path. After that, the coolant returns to the coolant inlet of the battery heat exchange structure 23. The two paths of coolant have different temperatures. Before returning to the coolant inlet of the battery heat exchange structure 23, they have been mixed in the coolant pipeline. After the coolant with a higher temperature is mixed with the coolant with a lower temperature, the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 23. Compared with the prior art in which the coolant is directly circulated to the battery heat exchange structure 23 after being heated by the second heat exchanger 12, the method provided in the embodiment of the present disclosure mixes the high-temperature coolant with the low-temperature coolant, so that the temperature of the coolant flowing through the battery heat exchange structure is moderate. When the coolant passes through the battery, the battery is prevented from being overcooled, which affects the battery life and the working efficiency of the battery.

[0150] In some embodiments, it also includes:

[0151] Based on the thermal management requirements of the vehicle, the fourth multi-way valve is controlled to open or close the coolant pipeline between the second heat exchanger and at least one of the low-temperature radiator, the battery heat exchange structure, and the heater core.

[0152] The coolant circulation loop also includes a fourth multi-way valve and a low-temperature radiator.

[0153] For example, continue to refer to Fig.10 , control the fourth multi-way valve 206 to conduct the second heat exchanger 12 and the low-temperature radiator 25, and the coolant in the coolant circulation loop 2 flows through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the low-temperature radiator 25, where the heat carried by the coolant can be exchanged with the outside. After the coolant temperature is reduced, it flows out from the coolant outlet of the low-temperature radiator 25, flows to the coolant inlet of the second heat exchanger 12 after passing through the fourth multi-way valve 206, and completes the heat dissipation cycle. This structure is suitable for energy-saving and cooling conditions, and does not require refrigerant for cooling. It can exchange heat with the outside air through the low-temperature radiator 25.

[0154] Optionally, continue to refer to Figure 6, control the fourth multi-way valve 206 to connect the second heat exchanger 12 and the battery heat exchange structure 23, the coolant releases heat to the battery heat exchange structure 23, the coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, and reaches the second heat exchanger 12 through the fourth multi-way valve 206, and the refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12 to increase the temperature of the coolant, and then the coolant flows to the coolant inlet of the battery heat exchange structure 23 to complete the heating cycle. This structure is suitable for quickly heating the battery when heating the battery.

[0155] Optionally, continue to refer to Fig.11 , control the fourth multi-way valve 206 to conduct the second heat exchanger 12 and the heater core 21, and the coolant releases heat to the passenger compartment. The coolant flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 21 and the passenger compartment evaporator 22, where heat exchange is performed to increase the temperature in the passenger compartment. After that, the coolant flows out through the coolant outlet of the heater core 21 and the passenger compartment evaporator 22, and flows from port 2 of the fourth multi-way valve 206 to the coolant inlet of the second heat exchanger 12 to complete the heating cycle. This structure is suitable for releasing heat to the passenger compartment to quickly heat up the passenger compartment.

[0156] It should be noted that, in some embodiments, there is also a connection method for the coolant pipes between the second heat exchanger 12 and multiple structures in the low-temperature radiator 25, the battery heat exchange structure 23, the heater core 21 and the passenger compartment evaporator 22 through the fourth multi-way valve 206, which can be obtained by combining the connection methods of the embodiments provided above and will not be described in detail here.

[0157] In some embodiments, it also includes:

[0158] Based on the thermal management requirements of the vehicle, the fifth multi-way valve is controlled to open or close the coolant pipeline between the drive system heat exchange structure and the low-temperature radiator; the first reversing valve is controlled to open or close the coolant pipeline between the battery heat exchange structure and the first heat exchanger; the second reversing valve is controlled to open or close the coolant pipeline between the drive system heat exchange structure and the first heat exchanger.

[0159] Among them, the coolant circulation loop includes a drive system heat exchange structure, a low-temperature radiator, a fifth multi-way valve, a first reversing valve and a second reversing valve.

[0160] For example, continue to refer to Fig.12Based on the thermal management requirements of the vehicle, the fifth multi-way valve 207 can be controlled to shut off the coolant pipeline between the drive system heat exchange structure 24 and the low-temperature radiator 25. At this time, the drive system heat exchange structure 24 is in a uniform temperature state, and no refrigerant heat exchange is required, nor is it necessary to pass through the low-temperature radiator 25 to exchange heat with the outside, thereby avoiding energy loss and saving energy. The coolant flows out from the coolant outlet of the drive system heat exchange structure 24, passes through port 3 of the fifth multi-way valve 207, and flows into the coolant inlet of the drive system heat exchange structure 24 from port 2 of the fifth multi-way valve 207, completing its own circulation and achieving a uniform temperature effect.

[0161] Optionally, in some scenarios, when the low-temperature radiator 25 is required to dissipate heat for the heat exchange structure 24 of the drive system, reference may be made to Figure 6 The fifth multi-way valve 207 is controlled to be turned on to shut off the coolant pipeline between the drive system heat exchange structure 24 and the low-temperature radiator 25. The coolant flows out from the coolant outlet of the drive system heat exchange structure 24, reaches the low-temperature radiator 25, and then flows into the coolant inlet of the drive system heat exchange structure 24 through the fifth multi-way valve 207 to complete its own circulation. This heat dissipation method is more energy-saving, and uses the ambient temperature to dissipate the heat of the drive system heat exchange structure 24 to meet the cooling requirements.

[0162] In combination with the above embodiments, in some possible scenarios, after the coolant flows out through the coolant outlet of the drive system heat exchange structure 24, it may also pass through the first heat exchanger 11 or the battery heat exchange structure 23, and then flow into the coolant inlet of the drive system heat exchange structure 24. At this time, the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 can be switched to an off state or a connected state by controlling the first reversing valve 203. When switched to the off state, the battery heat exchange structure 23 is in a uniform temperature heat dissipation state; when switched to the on state, the battery heat exchange structure 23 is cooled by the first heat exchanger 11. By controlling the second reversing valve 204 to switch the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 to an on state or an off state, it can also be selected whether the drive system heat exchange structure 24 needs to be cooled by the first heat exchanger 11. When the drive system heat exchange structure 24 needs to be cooled quickly, it can be switched to the on state.

[0163] Optionally, if the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 is switched to a conducting state by controlling the first reversing valve 203, and the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 is switched to a conducting state by controlling the second reversing valve 204, the battery heat exchange structure 23 and the drive system heat exchange structure 24 can be cooled at the same time.

[0164] In some embodiments, it also includes:

[0165] Determine that the thermal management requirement of the vehicle is motor cooling, control the sixth multi-way valve to connect the coolant pipeline between the coolant outlet end of the drive system heat exchange structure and the coolant inlet end of the low-temperature radiator, and connect the coolant pipeline between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

[0166] Among them, the coolant circulation loop also includes a sixth multi-way valve, a drive system heat exchange structure and a low-temperature radiator.

[0167] For example, continue to refer to Figure 6 When it is determined that the thermal management requirement of the vehicle is motor cooling, the sixth multi-way valve 209 can be used to control the low-temperature radiator 25 to be connected only to the drive system heat exchange structure 24, and the coolant pipeline between the coolant outlet end of the low-temperature radiator 25 and the coolant inlet end of the low-temperature radiator 25 is cut off. After the coolant passes through the low-temperature radiator 25, it will flow to the coolant inlet end of the drive system heat exchange structure 24. At this time, the drive system heat exchange structure 24 is cooled by the coolant. The coolant flows out through the coolant outlet end of the drive system heat exchange structure 24, passes through port 2 and port 1 of the sixth multi-way valve 209 in sequence, and then flows to the coolant outlet end of the low-temperature radiator 25, completing the cooling cycle of the drive system heat exchange structure 24. No cold medium is required in this process.

[0168] There are some other scenarios in which the sixth multi-way valve 209 can be used to control the low-temperature radiator 25 to be disconnected from the drive system heat exchange structure 24. When there is no need to cool the drive system heat exchange structure 24, this embodiment can be referred to.

[0169] Optionally, the coolant inlet end of the low-temperature radiator 25 can also be controlled by the sixth multi-way valve 209 to be connected to the coolant outlet end of the drive system heat exchange structure 24 and the coolant outlet end of the low-temperature radiator 25, and the coolant outlet end of the low-temperature radiator 25 is connected to the coolant inlet end of the drive system heat exchange structure 24.

[0170] After the coolant flows out from the coolant outlet of the low-temperature radiator 25, it will be divided into two paths. One path flows in through the coolant inlet of the drive system heat exchange structure 24, and flows out from the coolant outlet of the drive system heat exchange structure 24 to port 2 of the sixth multi-way valve 209. The other path flows directly to port 3 of the sixth multi-way valve 209, and flows out to the coolant inlet of the low-temperature radiator 25 through port 1 of the sixth multi-way valve 209. By controlling the flow rates of port 2 and port 3 of the sixth multi-way valve 209, it is possible to avoid loss to the drive system heat exchange structure 24 when the coolant temperature is too low. For example, when the external ambient temperature is relatively low and the coolant temperature is even lower, the temperature of the coolant is still relatively low after passing through the low-temperature radiator 25. If all the coolant passes through the drive system heat exchange structure 24, it will affect the normal operation of the drive system heat exchange structure 24. At this time, the flow rate of port 2 of the sixth multi-way valve 209 is reduced, and the flow rate of port 3 of the sixth multi-way valve 209 is increased. The coolant flows out after merging at port 1 of the sixth multi-way valve 209. This reduces the amount of coolant passing through the drive system heat exchange structure 24 to avoid damage to the structure and ensures that the drive system heat exchange structure 24 is cooled.

[0171] The embodiments of the present disclosure also specifically provide a plurality of commonly used thermal management requirements, which are explained in detail below.

[0172] Fig.14 A schematic diagram of the working principle of a thermal management system provided in an embodiment of the present disclosure is shown in FIG. Fig.14As shown, the thermal management requirements of the vehicle are passenger compartment cooling, battery cooling and motor cooling. After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23, it is divided into two paths. One path of coolant has a higher temperature because it carries the residual heat released by the battery heat exchange structure 23. It flows in through port 4 of the third multi-way valve 205 and flows out from port 1 of the third multi-way valve 205 to the first electronic water pump 105, and then returns to the coolant inlet of the battery heat exchange structure 23. This path of coolant has not been cooled down and has a higher temperature. The other coolant reaches the first heat exchanger 11 after passing through the first reversing valve 203, and can exchange the coldness of the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11, reduce the temperature of this coolant, and flow to the second electronic water pump 106, and then pass through the warm air core 21 and the passenger compartment evaporator 22, where the coolant releases coldness to cool the passenger compartment, and then passes through the first reversing valve 203 to return to the coolant inlet end of the battery heat exchange structure 23. The two coolants have different temperatures, and they are mixed in the coolant pipeline before returning to the coolant inlet end of the battery heat exchange structure 23. After the coolant with a higher temperature is mixed with the coolant with a lower temperature, the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 23, which can not only cool the passenger compartment, improve the heat exchange efficiency, shorten the cooling time, but also cool the battery, and can avoid the coolant temperature being too low to damage the battery heat exchange structure 23. At the same time, the heat generated by the refrigerant in the second heat exchanger 12 can be exchanged with the coolant, and the coolant carries the heat and circulates through the third electronic water pump 107 to the low-temperature radiator 25. Similarly, when the motor also needs to be cooled, it can also be connected to the low-temperature radiator 25. The coolant flows out through the coolant outlet of the drive system heat exchange structure 24, reaches the low-temperature radiator 25 after passing through the sixth multi-way valve 209, dissipates heat to the environment, and then returns to the coolant inlet of the drive system heat exchange structure 24 through the fifth multi-way valve 207 and the fourth electronic water pump 108.

[0173] Fig.15 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.15As shown, the thermal management requirements of the vehicle are passenger compartment cooling, battery uniform temperature and motor cooling. When the battery is in a uniform temperature state, the coolant does not need to pass through the first heat exchanger 11. The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, passes through the first reversing valve 203, the third multi-way valve 205 and the first electronic water pump 105 in sequence, and returns to the coolant inlet of the battery heat exchange structure 23 to complete its own uniform temperature cycle; when the passenger compartment is cooled, the coolant can exchange the coldness of the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11 to reduce the temperature of this coolant, flow to the second electronic water pump 106, and then pass through the heater core 21 and the passenger compartment evaporator 22, where the coolant releases coldness. After cooling the passenger compartment, the coolant passes through the first reversing valve 203 and returns to the coolant inlet of the first heat exchanger 11. Motor cooling and Fig.14 The working principles provided are the same and will not be described in detail.

[0174] Fig.16 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.16 As shown, the thermal management requirement of the vehicle is energy-saving cooling of the battery motor. In this mode, the battery heat exchange structure 23 and the drive system heat exchange structure 24 are both connected to the low-temperature radiator 25, and the coolant does not need to pass through the heater core 21 and the passenger compartment evaporator 22. After the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the drive system heat exchange structure 24, it passes through the second reversing valve 204, the stop valve 208, the first reversing valve 203 and the first electronic water pump 105 to reach the battery heat exchange structure 23, and carries the heat here and flows to the first heat exchanger 11 again through the first reversing valve 203. At this time, the refrigerant in the refrigerant pipeline of the first heat exchanger 11 does not work, so the coolant flows out directly through the first heat exchanger 11 and then flows to the second reversing valve 204 again through the second electronic water pump 106, and then flows to the low-temperature radiator 25, completes the heat exchange with the external environment through the low-temperature radiator, and then returns to the coolant inlet of the battery heat exchange structure 23, without using refrigerant for cooling, which is more energy-saving.

[0175] Fig.17 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.17 As shown, the thermal management requirements of the vehicle are uniform temperature of the battery and the motor. The principle of uniform temperature of the battery is similar to Fig.15 The principle of uniform temperature of the battery is the same and will not be repeated here. When the motor is uniformly heated, it does not need to pass through the low-temperature radiator 25. Neither the refrigerant nor the low-temperature radiator 25 needs to work. The coolant circulates itself to make the drive system heat exchange structure 24 achieve a uniform temperature effect.

[0176] Optionally, the vehicle's thermal management requirement is battery fast charging cooling, which can be referred to above Figure 8According to the working principle of the corresponding embodiment, if the battery needs to be cooled down quickly, the refrigerant circulation loop 1 needs to work, and the coolant in the coolant circulation loop 2 needs to pass through the first heat exchanger 11, and exchange the cold energy provided by the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11 to reduce the temperature of the coolant. After that, the coolant returns to the coolant inlet end of the battery heat exchange structure 23 to complete the rapid cooling of the battery. Since the temperature of the battery is relatively high during fast charging, in order to avoid heat loss, it does not pass through the passenger compartment evaporator 22 at this time, and only the battery is cooled.

[0177] Fig.18 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.17 As shown, the thermal management requirements of the vehicle are passenger compartment heating, battery heating, and motor waste heat recovery. The coolant in the coolant circulation loop 2 exchanges heat with the refrigerant in the refrigerant circulation loop 1 at the second heat exchanger 12. After the coolant is heated, it flows out through the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 21 and the passenger compartment evaporator 22, where heat is exchanged to heat the passenger compartment. After that, the coolant flows out through the coolant outlet of the heater core 21 and the passenger compartment evaporator 22, and flows to the coolant inlet of the second heat exchanger 12 through the fourth multi-way valve 206 to complete the heating cycle. Another path passes through the third multi-way valve 205 and the first electronic water pump 105 to reach the inlet of the coolant outlet of the battery heat exchange structure 23. The heat carried by the coolant can heat the battery heat exchange structure 23. After the coolant flows out from the coolant outlet of the battery heat exchange structure 23, it is divided into two paths. One path of coolant directly returns to the coolant inlet of the battery heat exchange structure 23. The coolant in this path is not heated and has a lower temperature. The other path of coolant passes through the second heat exchanger 12, and heat exchange can be performed at the second heat exchanger 12 to increase the temperature of the coolant in this path. After that, the coolant returns to the coolant inlet of the battery heat exchange structure 23. The two paths of coolant have different temperatures. Before returning to the coolant inlet of the battery heat exchange structure 23, they have been mixed in the coolant pipeline. After the coolant with a higher temperature is mixed with the coolant with a lower temperature, the temperature of the obtained coolant is more suitable for the working temperature of the battery heat exchange structure 23. The specific effect is the same as the coolant mixing effect when the battery is heated in the above embodiment. As for the recovery of motor waste heat, after the coolant flows out from the coolant outlet of the drive system heat exchange structure 24, it needs to pass through the first heat exchanger 11 to provide the heat generated by the motor to the first heat exchanger 11. At this time, the refrigerant circulation loop and the low-temperature radiator 25 do not need to work to avoid motor heat waste.

[0178] Fig.19 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.19 As shown in Figure 1, the thermal management requirements of the vehicle are air source heat pump, battery temperature uniformity and motor cooling. Fig.15 The principle of uniform temperature of the battery is the same as that of the motor cooling. Fig.15 The motor cooling principle is the same. When the air source heat pump is turned on, in order to prevent the water temperature from being too low and affecting the motor system, the coolant flowing out of the low-temperature radiator 25 needs to be divided into two paths, one with a smaller flow rate, passing through the drive system heat exchange structure 24 to reach the sixth multi-way valve 209, and the other with a larger flow rate, directly reaching the sixth multi-way valve 209. By reducing the coolant flow rate, the drive system heat exchange structure 24 is less affected by the low temperature.

[0179] Fig. 20 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig. 20 As shown, the thermal management requirement of the vehicle is battery fast charging heating. The specific principle can be referred to Fig.18 The corresponding battery heating principle is the same. Since quick heating is required, the passenger compartment and motor are not heated to reduce heat loss.

[0180] Fig.21 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig.21 As shown, the thermal management requirements of the vehicle are air source heat pump dehumidification and battery heating. Dehumidification requires cooling first and then heating. In the disclosed embodiment, the battery needs to be heated. Therefore, the second heat exchanger 12 needs to be connected to the battery heat exchange structure 23 and the heater core 21.

[0181] 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 reaches the passenger compartment evaporator 22, releasing cold to the passenger compartment for cooling, and then the coolant returns to the coolant inlet of the first heat exchanger 11 through the first reversing valve 203 to complete the refrigeration cycle. Further, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the second heat exchanger 12 through the third electronic water pump 107 to the heater core 21, releasing heat to the passenger compartment for heating, and then the coolant returns to the coolant inlet of the second heat exchanger 12 through the fourth multi-way valve 206 to complete the heating cycle, thereby achieving the dehumidification effect. In some other scenarios, if the first heat exchanger 11 generates a lot of cold, the first heat exchanger 11 can be connected to the low-temperature radiator 25 through the second reversing valve 204 to exchange heat with the outside air.

[0182] Fig. 22 A schematic diagram of the working principle of another thermal management system provided in the embodiment of the present disclosure is shown in FIG. Fig. 22As shown, the thermal management requirements of the vehicle are air source heat pump dehumidification and battery cooling. Since dehumidification requires cooling first and then heating, and the battery needs to be cooled in the disclosed embodiment, the battery heat exchange structure 23 can be connected to the first heat exchanger 11 and the passenger compartment evaporator 22, and the battery heat exchange structure 23 and the passenger compartment are cooled by the cold released by the first heat exchanger 11. Furthermore, the second heat exchanger 12 only needs to release heat to the passenger compartment, so the coolant flowing out of the coolant outlet of the second heat exchanger 12 reaches the heater core 21 through the third electronic water pump 107, where it heats the passenger compartment, and then returns to the second heat exchanger 12 to complete the heating cycle, thereby completing the dehumidification, which requires cooling first and then heating.

[0183] Regarding the thermal management method provided by the embodiment of the present disclosure, the embodiment of the present disclosure also provides a thermal management device, which includes: a thermal management demand acquisition module and a control module.

[0184] The thermal management demand acquisition module is used to acquire the thermal management demand of the vehicle. The control module is used to control the heater core and the passenger compartment evaporator arranged in parallel to release heat or cold to the passenger compartment through the coolant in the coolant pipeline based on the thermal management demand of the vehicle.

[0185] The thermal management device disclosed in the above embodiments can execute the thermal management method disclosed in the above embodiments, and has the same or corresponding beneficial effects, which will not be described again here to avoid repetition.

[0186] The embodiments of the present disclosure further provide a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the thermal management method described in any of the above embodiments are implemented.

[0187] It should be noted that examples of readable storage media include, but are not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or components, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device or component.

[0188] The storage medium provided by the above-mentioned embodiments of the present disclosure and the thermal management method provided by the embodiments of the present disclosure are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs or instructions stored therein.

[0189] The embodiments of the present disclosure also provide a vehicle, which includes any one of the thermal management systems provided by the embodiments of the present disclosure, and has the same or corresponding beneficial effects, which will not be described again here to avoid repetition.

[0190] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0191] The above description is only a specific embodiment of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A thermal management system, characterized in that: include: A refrigerant circulation circuit and a coolant circulation circuit coupled to the refrigerant circulation circuit; The coolant circulation loop includes a heater core and a passenger compartment evaporator which are arranged in parallel.

2. The thermal management system according to claim 1, characterized in that: The coolant circulation loop includes a first multi-way valve and a second multi-way valve; The coolant inlet end of the heater core and the coolant inlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve; The coolant outlet end of the heater core and the coolant outlet end of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the second multi-way valve.

3. The thermal management system according to claim 1, characterized in that: It also includes a first heat exchanger and a second heat exchanger; the refrigerant circulation circuit is coupled to the coolant circulation circuit through the first heat exchanger and the second heat exchanger; The first heat exchanger is a device for absorbing heat by evaporating the refrigerant in the refrigerant pipeline; the second heat exchanger is a device for releasing heat by condensing the refrigerant in the refrigerant pipeline.

4. The thermal management system according to claim 3, characterized in that: The coolant circulation loop also includes a battery heat exchange structure and a first reversing valve; The first reversing valve is used to switch the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a conducting state, or the coolant pipeline between the battery heat exchange structure and the first heat exchanger to a shutoff state.

5. The thermal management system according to claim 3, characterized in that: The coolant circulation loop also includes a drive system heat exchange structure and a second reversing valve; The second reversing valve is used to switch the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a conducting state, or the coolant pipeline between the drive system heat exchange structure and the first heat exchanger to a shutoff state.

6. The thermal management system according to claim 3, characterized in that: The coolant circulation loop also includes a third multi-way valve and a battery heat exchange structure; The third multi-way valve is used to open or close the coolant pipeline between the battery heat exchange structure and the first heat exchanger, or to open or close the coolant pipeline between the battery heat exchange structure and the second heat exchanger.

7. The thermal management system according to claim 6, characterized in that: The third multi-way valve is also 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; Alternatively, it is used to open or close the coolant pipeline between the coolant outlet end of the second heat exchanger and the coolant inlet end of the battery heat exchange structure, and to open or close the coolant pipeline between the coolant outlet end of the battery heat exchange structure and the coolant inlet end of the battery heat exchange structure.

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

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

10. The thermal management system according to claim 1, characterized in that: The coolant circulation loop also includes a stop valve connected in parallel with the heater core; The stop valve is used to open or close the coolant pipeline where the stop valve is located.

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

12. A thermal management method, characterized in that: Applicable to the thermal management system according to any one of claims 1 to 11, the method comprising: Obtain the thermal management requirements of the vehicle; Based on the thermal management requirements of the vehicle, the heater core and the passenger compartment evaporator arranged in parallel are controlled to release heat or cold to the passenger compartment through the coolant in the coolant pipeline.

13. A vehicle, characterized in that: Comprising a thermal management system as claimed in any one of claims 1 to 11.

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