A thermal management system, method, and vehicle

Abstract

The present disclosure relates to a heat management system, method and vehicle, the heat management system comprising: a refrigerant circulation loop and a coolant circulation loop coupled with the refrigerant circulation loop; the coolant circulation loop comprising a heater core and a passenger cabin evaporator arranged in parallel. The present disclosure enables the heater core and the passenger cabin evaporator to exchange heat together, improves the heat exchange efficiency of the heat management system, and eliminates the need to set up a cold and warm temperature air door to isolate cold and warm sources, and the need to isolate the heater core from the evaporator, thereby simplifying the structure of the air conditioning system.

Description

Technical Field

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

[0002] In common electric vehicle heat pump air conditioning systems, a heater core is installed in the coolant circulation loop to release heat to the passenger compartment, while an evaporator is installed in the refrigerant loop to release cooling to the passenger compartment. However, the media passing through the heater core and evaporator are different, resulting in different energy releases, and therefore they cannot be mixed. A temperature damper is needed to isolate the heat source and separate the heater core from the evaporator, leading to a larger air conditioning unit. Furthermore, the evaporator operates during cooling while the heater core remains inactive, and vice versa during heating. This reliance on a single device for heat exchange results in a lower overall heat exchange capacity for the air conditioning system, negatively impacting its performance. Summary of the Invention

[0003] To address the aforementioned technical problems, this disclosure provides a thermal management system, method, and vehicle.

[0004] In a first aspect, this disclosure provides a thermal management system, including: a refrigerant circulation loop and a coolant circulation loop coupled to the refrigerant circulation loop;

[0005] The coolant circulation loop includes a heater core and a crew compartment evaporator connected 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 of the heater core and the coolant inlet of the evaporator in the passenger compartment are connected in parallel to the coolant circulation loop through the first multi-way valve;

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

[0009] In some embodiments, a first heat exchanger and a second heat exchanger are further included; 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 through refrigerant evaporation in the refrigerant pipeline; the second heat exchanger is a device for releasing heat through refrigerant condensation 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 state of the coolant pipeline between the battery heat exchange structure and the first heat exchanger, or the state of the coolant pipeline between the battery heat exchange structure and the first heat exchanger.

[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 open state of the coolant pipeline between the heat exchange structure of the drive system and the first heat exchanger, or the closed state of the coolant pipeline between the heat exchange structure of the drive system and the first heat exchanger.

[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, a coolant pipe for connecting or disconnecting the coolant outlet of the second heat exchanger and the coolant inlet of the battery heat exchange structure, and a coolant pipe for connecting or disconnecting the coolant outlet of the battery heat exchange structure and the coolant inlet 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 cryogenic radiator and a battery heat exchange structure;

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

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

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

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

[0024] The shut-off valve is used to open or close the coolant pipeline where the shut-off 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 on the coolant pipe between the coolant outlet end of the heat exchange structure of the drive system and the coolant inlet end of the low-temperature radiator, and between the coolant outlet end of the low-temperature radiator and the coolant inlet end of the low-temperature radiator.

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

[0028] Secondly, this disclosure also provides a thermal management method applicable to any of the thermal management systems described in the first aspect, the method comprising:

[0029] Obtain the vehicle's thermal management requirements;

[0030] Based on the vehicle's thermal management requirements, the parallel-connected heater core and passenger compartment evaporator release heat or cold to the passenger compartment through the coolant in the coolant pipes.

[0031] Thirdly, this disclosure also provides a vehicle including a thermal management system as described in any of the claims of the first aspect.

[0032] The technical solution provided in this disclosure has the following advantages compared with the prior art:

[0033] The thermal management system provided in this disclosure includes a refrigerant circulation loop and a coolant circulation loop coupled to the refrigerant circulation loop; the coolant circulation loop includes a heater core and a passenger compartment evaporator connected in parallel. The thermal management system provided in this disclosure exchanges heat through the refrigerant circulation loop and the coolant circulation loop coupled to the refrigerant circulation loop, providing the vehicle with the required heat or cooling. Compared with the prior art, the coolant circulation loop of this disclosure includes a heater core and a passenger compartment evaporator connected in parallel. The medium passing through the heater core and the passenger compartment evaporator is the same, and the heater core and the passenger compartment evaporator can jointly act as heat exchangers, improving the heat exchange efficiency of the thermal management system. Furthermore, because the heater core and the passenger compartment evaporator work simultaneously with the same medium, there is no need to install temperature dampers to isolate the heat source or to isolate the heater core from the evaporator, thus simplifying the structure of the air conditioning system. Attached Figure Description

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

[0035] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

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

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

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

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

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

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

[0044] Figure 9 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0045] Figure 10 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0046] Figure 11 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0047] Figure 12 This is a schematic diagram of the structure of another thermal management system provided in an embodiment of the present disclosure;

[0048] Figure 13 A schematic flowchart of a thermal management method provided in an embodiment of this disclosure;

[0049] Figure 14 This is a schematic diagram illustrating the working principle of a thermal management system provided in an embodiment of the present disclosure;

[0050] Figure 15 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0051] Figure 16 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0052] Figure 17 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0053] Figure 18 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0054] Figure 19 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0055] Figure 20 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0056] Figure 21 A schematic diagram illustrating the working principle of yet another thermal management system provided in this embodiment of the present disclosure;

[0057] Figure 22 This is a schematic diagram illustrating the working principle of another thermal management system provided in an embodiment of the present disclosure.

[0058] The attached diagrams are labeled as follows: 1. Refrigerant circulation loop; 2. Coolant circulation loop; 11. First heat exchanger; 12. Second heat exchanger; 101. Gas-refilling plate heat exchanger; 102. Liquid receiver; 103. Compressor; 104. First throttle valve; 105. First electric water pump; 106. Second electric water pump; 107. Third electric water pump; 108. Fourth electric water pump; 21. 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. Shut-off valve; 209. Sixth multi-way valve. Detailed Implementation

[0059] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0060] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0061] The following description, in conjunction with the accompanying drawings, provides an exemplary description of a thermal management system, method, and vehicle according to embodiments of this disclosure.

[0062] This disclosure provides a thermal management system. Figure 1 This is a schematic diagram of the structure of a thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 1 As shown, the thermal management system includes: a refrigerant circulation loop 1 and a coolant circulation loop 2 coupled to the refrigerant circulation loop 1.

[0063] The coolant circulation loop 2 includes a heater core 21 and a crew compartment evaporator 22 connected in parallel.

[0064] For example, 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 used for cooling or heating, and it contains refrigerant. The coolant circulation loop 2 carries the flow of heat or cold through the flow of 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 connected in parallel, which work together for heat exchange. For example, when cooling is required, the heater core 21 and the passenger compartment evaporator 22 release cooling energy to the passenger compartment through the coolant in the coolant pipes, 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 pipes, improving the heating effect. Compared with the prior art where the heater core 21 and the passenger compartment evaporator 22 can only perform heat exchange in a single structure, connecting the heater core 21 and the passenger compartment evaporator 22 in parallel, so that they have the same circulating medium and perform heat exchange together during cooling or heating, greatly improves the system's heat exchange capacity and rate, and shortens the heat exchange time. Because the two work together, there is no need to isolate the cold and heat sources, reducing isolation devices and simplifying the structure of the air conditioning unit.

[0066] Optionally, the refrigerant circulation loop 1 also includes a gas replenishment plate heat exchanger 101, a liquid receiver 102, a compressor 103, and a first throttle valve 104. The liquid receiver 102 stores refrigerant. Compared with the refrigerant circulation loop in the prior art, the present invention adds a gas replenishment plate heat exchanger 101, which can improve the low-temperature heating effect in the refrigerant circulation loop. At lower temperatures, the heating capacity can be improved by increasing enthalpy through gas replenishment. In addition, the length of the refrigerant pipeline can be shortened, thereby reducing the volume of the air conditioning unit placed at the front of the vehicle.

[0067] It should be noted that the refrigerant in refrigerant loop 1 can be R290, also known as propane, with the molecular formula C3H8. In some scenarios, R134a, also known as 1,1,1,2-tetrafluoroethane, with the chemical formula C2H2F4, can also be used. Alternatively, CO2, i.e., carbon dioxide, can be used in some scenarios. This disclosure does not limit the choice of refrigerant and the appropriate option can be selected based on the actual situation.

[0068] The thermal management system provided in this embodiment of the present disclosure exchanges heat through a refrigerant circulation loop and a coolant circulation loop coupled with the refrigerant circulation loop, providing the vehicle with the required heat or cold. Compared with the prior art, the coolant circulation loop of this embodiment of the present disclosure is provided with a heater core and a passenger compartment evaporator connected in parallel. The medium passing through the heater core and the passenger compartment evaporator is the same, and the heater core and the passenger compartment evaporator can work together as heat exchangers, improving the heat exchange effect of the thermal management system. Since the heater core and the passenger compartment evaporator work simultaneously and with the same medium, there is no need to set up a cold and hot 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.

[0069] In some embodiments, Figure 2 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. 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 of the heater core 21 and the coolant inlet of the crew 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 crew compartment evaporator 22 are connected in parallel to the coolant circulation loop 2 through the second multi-way valve 202.

[0072] In this embodiment, the coolant circulation loop 2 further includes a first multi-way valve 201 and a second multi-way valve 202. By controlling the opening or closing of the ports of the first multi-way valve 201 and the second multi-way valve 202, the connection between the heater core 21 and the passenger compartment evaporator 22 is controlled. Exemplarily, the coolant inlet of the heater core 21 and the coolant inlet of the passenger compartment evaporator 22 are connected in parallel in the coolant circulation loop 2 via the first multi-way valve 201. Specifically, the coolant inlet of the heater core 21 is connected to port 1 of the first multi-way valve 201, port 2 of the first multi-way valve 201 is connected to the coolant inlet of the passenger compartment evaporator 22 and the coolant circulation loop 2, and port 3 of the first multi-way valve 201 is connected to the coolant circulation loop 2. Therefore, coolant can flow into both the heater core 21 and the passenger compartment evaporator 22. The coolant reservoir 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 via the second multi-way valve 202. The coolant outlet of the heater core 21 is connected to port 2 of the second multi-way valve 202 and the coolant circulation loop 2. Port 1 of the second multi-way valve 202 is connected to the coolant outlet of the passenger compartment evaporator 22, and port 3 of the second multi-way valve 202 is connected to the coolant circulation loop 2. Therefore, the coolant can flow out of both the heater core 21 and the passenger compartment evaporator 22.

[0073] When there is a cooling demand, the coolant in the coolant circulation loop 2 carries the cold energy and releases it through the heater core 21 and the passenger compartment evaporator 22. When there is a heating demand, the coolant in the coolant circulation loop 2 carries the heat energy and releases it through the heater core 21 and the passenger compartment evaporator 22. In this embodiment of the present disclosure, the heater core 21 and the passenger compartment evaporator 22, which are connected in parallel in the coolant circulation loop, use the same medium. The heater core 21 and the passenger compartment evaporator 22 can work together as heat exchangers to improve the heat exchange effect of the thermal management system.

[0074] In scenarios with lower heat exchange requirements, it may not be necessary for the heater core 21 and the passenger compartment evaporator 22 to be connected in parallel for heat exchange. In such cases, 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, then port 1 of the second multi-way valve 202 can be closed, disconnecting the passenger compartment evaporator 22 from the coolant circulation loop 2. Conversely, if only the passenger compartment evaporator 22 needs to be connected to the coolant circulation loop 2, then port 1 of the first multi-way valve 201 can be closed, disconnecting the heater core 21 from the coolant circulation loop 2. Based on this structure and combined with actual heat exchange requirements, the devices connected in the coolant circulation loop 2 can be controlled to achieve different heat exchange effects.

[0075] In some embodiments, such as Figure 1 As shown, it 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 and the second heat exchanger.

[0076] The first heat exchanger 11 is a device for absorbing heat through the evaporation of refrigerant in the refrigerant pipeline. The second heat exchanger 12 is a device for releasing heat through the condensation of refrigerant in the refrigerant pipeline.

[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 vehicle with the required heat or cold.

[0078] Both the first heat exchanger 11 and the second heat exchanger 12 are equipped with refrigerant pipes and coolant pipes. The refrigerant pipe in the first heat exchanger 11 is connected to the left side, and the coolant pipe is connected above and below it. The refrigerant pipe in the second heat exchanger 12 is located above and below its right side, while the coolant pipe is connected to the left side and below its left side. Both the first and second heat exchanger 11's coolant pipes are connected to the coolant circulation loop 2. The first heat exchanger 11 is a device for the refrigerant in the refrigerant pipes to evaporate and absorb heat, while the second heat exchanger 12 is a device for the refrigerant in the refrigerant pipes to condense and release heat. The refrigerant in the refrigerant pipes of the first and second heat exchangers 11 and 12 exchanges heat with the coolant in the coolant pipes. Therefore, the refrigerant circulation loop can be coupled to the coolant circulation loop through the heat exchangers to provide the vehicle with the required heat or cooling.

[0079] In some embodiments, such as 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 from open to closed.

[0080] In this embodiment of the disclosure, Figure 3 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 3 As shown, the first reversing valve 203 switches the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to the off state. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23 and then directly flows 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 does not pass through the first heat exchanger 11, and heat exchange is not required at the first heat exchanger 11. This structure is suitable for situations where the battery is at a uniform temperature and there is no need for the refrigerant in the refrigerant pipeline of the first heat exchanger 11 to evaporate and absorb heat, thus avoiding heat exchange with the coolant in the coolant circulation loop 2. In other scenarios, such as when the battery needs to be heated, the connection between the battery heat exchange structure 23 and the first heat exchanger 11 should be disconnected, and the connection between the battery heat exchange structure 23 and the second heat exchanger 12 should be opened. Similarly, the first reversing valve 203 can be used to control the switch of the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to the off state.

[0081] or, Figure 4 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 4 As shown, the first reversing valve 203 switches the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to a conducting state. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23 and then flows through the first reversing valve 203 to the first heat exchanger 11. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat, thus allowing the coolant to exchange heat at the first heat exchanger 11, reducing the temperature of the battery heat exchange structure 23. After flowing out of the first heat exchanger 11, the coolant flows back to the first reversing valve 203 and then to the coolant inlet of the battery heat exchange structure 23 to complete the heat exchange.

[0082] This structure is suitable for situations where the battery needs to be cooled quickly. In some other scenarios, after the coolant exchanges heat at the first heat exchanger 11, it flows out and does not return directly to the first reversing valve 203. Instead, it returns to the first reversing valve 203 after cooling other structures through the coolant circulation loop 2. For example, when cooling the heat exchange structure of the drive system, the first reversing valve 203 can be used to control the flow of the coolant pipe between the battery heat exchange structure 23 and the first heat exchanger 11.

[0083] It should be noted that the above embodiments only provide partial connection methods. Under the premise of using the thermal management system provided in the above embodiments, by controlling the first reversing valve 203 to switch the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 to a closed state or a connected state, different heat exchange requirements can be met. The embodiments of this disclosure can be applied to different usage environments or different working conditions.

[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 open state of the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11, or the closed state of the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11.

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

[0086] in, Figure 5 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. 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 via the second reversing valve 204. After flowing out of the coolant outlet of the drive system heat exchange structure 24, the coolant in the coolant circulation loop 2 flows to the first heat exchanger 11 via the second reversing valve 204. The refrigerant in the refrigerant pipeline of the first heat exchanger 11 evaporates and absorbs heat, thus allowing the coolant to exchange heat at the first heat exchanger 11, reducing the temperature of the drive system heat exchange structure 24. After flowing out of the first heat exchanger 11, the coolant flows back to the second reversing valve 204, and then 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. By utilizing this structure at the first heat exchanger 11, the waste heat generated by the drive system's heat exchange structure 24 is recovered and used for refrigeration, improving the refrigeration efficiency ratio, rapidly cooling the drive system, and avoiding energy waste. In some other scenarios, after the coolant undergoes heat exchange at the first heat exchanger 11, it does not directly return to the second reversing valve 204. Instead, it returns to the second reversing valve 204 after cooling other structures through the coolant circulation loop 2. For example, when cooling the battery heat exchange structure 23, the second reversing valve 204 can control the flow of the coolant pipe between the drive system's heat exchange structure 24 and the first heat exchanger 11, switching it to a continuous state.

[0088] or, Figure 6 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 6 As shown, the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 is switched to the off state via the second reversing valve 204. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the drive system heat exchange structure 24 and then directly flows to the coolant inlet of the drive system heat exchange structure 24 via the second reversing valve 204. At this time, the coolant flowing out of the drive system heat exchange structure 24 does not pass through the first heat exchanger 11, and heat exchange is not required at the first heat exchanger 11. This structure is suitable for situations where the drive system needs to maintain a uniform temperature, eliminating the need for heat absorption through refrigerant evaporation in the refrigerant pipeline of 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 embodiments only provide partial connection methods. Under the premise of using the thermal management system provided in the above embodiments, by controlling the second reversing valve 204 to switch the coolant pipeline between the drive system heat exchange structure 24 and the first heat exchanger 11 to the on state or the off state, different heat exchange requirements can be met. The embodiments of this disclosure can be applied to different usage environments or different working conditions.

[0090] In some embodiments, continue to refer to Figure 4 The coolant circulation loop 2 also 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 of the battery heat exchange structure 23, port 2 of the third multi-way valve 205 is connected to the coolant outlet of the second heat exchanger 12, port 3 of the third multi-way valve 205 is connected to the coolant outlet of the first heat exchanger 11, and port 4 of the third multi-way valve 205 is connected to the coolant outlet of the battery heat exchange structure 23. Therefore, different ports of the third multi-way valve 205 are connected to the first heat exchanger 11 and the second heat exchanger 12 respectively. 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. Since the first heat exchanger 11 is a device for absorbing heat through refrigerant evaporation in the refrigerant pipeline, and the second heat exchanger 12 is a device for releasing heat through refrigerant condensation in the refrigerant pipeline, when the battery heat exchange structure 23 is connected to the first heat exchanger 11, the refrigerant in the refrigerant pipeline of the first heat exchanger 11 exchanges heat with the coolant in the coolant pipeline, thus cooling 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 pipeline of the second heat exchanger 12 exchanges heat with the coolant in the coolant pipeline, thus heating the battery heat exchange structure 23, thereby fulfilling the different heat exchange requirements of the battery.

[0092] For example, refer to Figure 4 When the thermal management requirement is battery cooling, the third multi-way valve 205 opens the coolant pipe between the battery heat exchange structure 23 and the first heat exchanger 11, and disconnects the coolant pipe between the battery heat exchange structure 23 and the second heat exchanger 12. At this time, ports 1 and 3 of the third multi-way valve 205 are in the open state, while ports 2 and 4 are in the 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 pipe of the first heat exchanger 11 evaporates and absorbs heat, so the coolant can exchange heat at the first heat exchanger 11, reducing the temperature of the battery heat exchange structure 23. Afterward, the coolant returns to port 3 of the third multi-way valve 205 and flows through 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 situations where the battery needs to be cooled quickly.

[0093] Figure 7 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 7As shown, when the thermal management requirement is battery heating, the third multi-way valve 205 opens the coolant pipe between the battery heat exchange structure 23 and the second heat exchanger 12, and disconnects the coolant pipe between the battery heat exchange structure 23 and the first heat exchanger 11. At this time, ports 1 and 2 of the third multi-way valve 205 are in the open state, and ports 3 and 4 of the third multi-way valve 205 are in the 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 second heat exchanger 12. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12, raising the temperature of the battery heat exchange structure 23. Afterward, the coolant returns to port 2 of the third multi-way valve 205 and flows through 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 situations where the battery needs to be heated quickly when cooling it.

[0094] As can be seen from the above embodiments, by controlling the third multi-way valve, the battery heat exchange structure 23 can be heated or cooled to meet different heat exchange requirements. Therefore, the embodiments disclosed herein can be applied to different usage environments or different operating conditions.

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

[0096] For example, Figure 8 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 8 As shown, when the thermal management requirement is battery cooling, the third multi-way valve 205 opens the coolant pipe between the coolant outlet end of the battery heat exchange structure 23 and the coolant inlet end of the first heat exchanger 11, and opens the coolant pipe 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, ports 1, 3, and 4 of the third multi-way valve 205 are in the open state, while port 2 of the third multi-way valve 205 is in the 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 splits into two paths. One path of coolant carries the residual heat released by the battery heat exchange structure 23 and is at a higher temperature. It flows in through port 4 of the third multi-way valve 205 and flows out through port 1 of the third multi-way valve 205. The temperature of this coolant is high and it is not cooled. The other path flows to the coolant inlet of the first heat exchanger 11. The refrigerant in the refrigerant pipe of the first heat exchanger 11 evaporates and absorbs heat. Therefore, the coolant can exchange heat at the first heat exchanger 11, reducing the temperature of this coolant. Afterward, the coolant returns to port 3 of the third multi-way valve 205 and flows out through port 1 of the third multi-way valve 205. This coolant is cooled and has a lower temperature, which is lower than the temperature of the coolant that did not pass through the first heat exchanger 11. Both coolants flow out from port 1 of the third multi-way valve 205. Therefore, the higher-temperature coolant mixes with the lower-temperature coolant, resulting in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 23. Compared to the prior art where the coolant is cooled by the first heat exchanger 11 and then directly flows to the battery heat exchange structure 23, the method provided in this disclosure mixes the high-temperature coolant with the low-temperature coolant. This ensures that the coolant flowing through the battery heat exchange structure has a moderate temperature, preventing the battery from becoming overcooled and affecting its lifespan and operating efficiency.

[0098] Furthermore, if the current operating conditions do not require mixing coolants at different temperatures, for example, if only the battery needs to maintain a uniform temperature, the coolant pipe between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 23 can be closed, while the coolant pipe between the coolant outlet and the coolant inlet of the battery heat exchange structure 23 can be opened. Alternatively, if rapid cooling of the battery is required, the coolant pipe between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 23 can be opened, while the coolant pipe between the coolant outlet and the coolant inlet of the battery heat exchange structure 23 can be closed. Both can be achieved by opening or closing the various ports of the third multi-way valve 205; the specific connection methods are not detailed here.

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

[0100] For example, Figure 9This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 9 As shown, when the thermal management requirement is battery heating, the third multi-way valve 205 is used to open the coolant pipe between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23, and to close the coolant pipe between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23.

[0101] At this time, ports 1, 2 and 3 of the third multi-way valve 204 are in the open state, and port 4 of the third multi-way valve 205 is in the closed state. After the coolant in the coolant circulation loop 2 flows out through the outlet of the battery heat exchange structure 23, it splits into two paths. One path flows to the coolant inlet of the second heat exchanger 12. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12, increasing the temperature of this path of coolant. Afterward, the coolant returns to port 2 of the third multi-way valve 205 and flows out through 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 through port 1 of the third multi-way valve 205. The coolant flowing out through this path has not passed through the second heat exchanger 12 and its temperature is lower than that of the coolant that has passed through the second heat exchanger 12. Both paths of coolant flow out through port 1 of the third multi-way valve 205. Therefore, the coolant with a higher temperature mixes with the coolant with a relatively lower temperature, resulting in a coolant with a temperature more suitable for the operating temperature of the battery heat exchange structure 23. Compared with the prior art where the coolant is heated by the second heat exchanger 12 and then flows directly to the battery heat exchange structure 23, the method provided in this embodiment mixes the high-temperature coolant with the low-temperature coolant, which can make the temperature of the coolant flowing through the battery heat exchange structure moderate. When the coolant passes through the battery, it avoids the battery from overheating, which would affect the battery's lifespan and working efficiency.

[0102] Furthermore, if the current operating conditions do not require mixing coolants at different temperatures, for example, if only the battery needs to maintain a uniform temperature, the coolant pipe between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23 can be closed, while the coolant pipe between the coolant outlet and the coolant inlet of the battery heat exchange structure 23 can be opened. Alternatively, if rapid battery heating is required, the coolant pipe between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23 can be opened, while the coolant pipe between the coolant outlet and the coolant inlet of the battery heat exchange structure 23 can be closed. Both can be achieved by opening or closing the various ports of the third multi-way valve 205; the specific connection methods are not detailed here.

[0103] In some embodiments, continuing with 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 pipe between the second heat exchanger 12 and at least one of the cryogenic radiator 25, the battery heat exchange structure 23, the heater core 21 and the crew compartment evaporator 22.

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

[0106] For example, Figure 10 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 10 As shown, ports 1 and 4 of the fourth multi-way valve 206 are open, while ports 2 and 3 are closed. The coolant in the coolant circulation loop 2 flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the low-temperature radiator 25. The heat carried by the coolant can be exchanged with the outside environment here. After the coolant temperature decreases, it flows from the coolant outlet of the low-temperature radiator 25 to port 4 of the fourth multi-way valve 206, and then 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 cooling conditions, eliminating the need for refrigerant cooling; heat exchange between the low-temperature radiator 25 and the outside air is sufficient.

[0107] Optionally, see Figure 7When battery heating is required, the coolant circulation loop of the battery heat exchange structure 23 is activated, ports 1 and 3 of the fourth multi-way valve 206 are open, and ports 2 and 4 of the fourth multi-way valve 206 are closed. The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23, flows in through port 3 of the fourth multi-way valve 206, and reaches the second heat exchanger 12 through port 1 of the fourth multi-way valve 206. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12, increasing its temperature. Afterward, the coolant flows to the coolant inlet of the battery heat exchange structure 23 to complete the heating cycle. This structure is suitable for situations where the battery needs to be heated quickly.

[0108] Optionally, Figure 11 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 11 As shown, when heating the crew compartment, the heater core 21 and the crew compartment evaporator 22 can be connected to the second heat exchanger 12, with ports 1 and 2 of the fourth multi-way valve 206 open and ports 3 and 4 closed. Coolant flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 21 and the crew compartment evaporator 22, where heat exchange occurs, raising the temperature inside the crew compartment. Afterward, the coolant flows from the coolant outlet of the heater core 21 and the crew compartment evaporator 22, and then flows through 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 situations where heat is released from the crew compartment to rapidly raise its temperature.

[0109] It should be noted that in some embodiments, there is also a connection method through the fourth multi-way valve 206 to connect the coolant pipes between the second heat exchanger 12 and multiple structures in the low-temperature radiator 25, battery heat exchange structure 23, heater core 21 and crew compartment evaporator 22. This can be obtained by combining the connection method 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 installed on the coolant pipeline between the heat exchange structure 24 of the drive system and the low-temperature radiator 25, and is used to open or close the coolant pipeline between the heat exchange structure 24 of the drive system and the low-temperature radiator 25.

[0112] In this embodiment, the coolant circulation loop 2 is further provided with a fifth multi-way valve 207, a low-temperature radiator 25, and a drive system heat exchange structure 24. The fifth multi-way valve 207 includes three ports: port 1 is connected to the coolant outlet of the low-temperature radiator 25, port 2 is connected to the coolant inlet of the drive system heat exchange structure 24, and port 3 is connected to both 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 opening and closing of different ports of the fifth multi-way valve 207, different structures can be connected in the coolant pipeline.

[0113] For example, Figure 12 This is a schematic diagram of another thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 12 As shown, ports 2 and 3 of the fifth multi-way valve 207 are open, while port 1 is closed. At this time, the heat exchange structure 24 of the drive system is in a uniform temperature state, requiring no refrigerant heat exchange and no heat exchange with the outside environment via the low-temperature radiator 25, thus avoiding energy loss and achieving greater energy efficiency. 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 then flows into the coolant inlet of the heat exchange structure 24 of the drive system through port 2, completing its own circulation and achieving a uniform temperature effect.

[0114] In some possible scenarios, such as the refrigerant circulation loop 1 also including 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 flow 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 the end 2 of the fifth multi-way valve 207.

[0115] When a low-temperature radiator (25°C) is required for heat dissipation, please refer to... Figure 6 In this connection method, ports 1 and 2 of the fifth multi-way valve 207 are open, while 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 exchanges heat 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 then flows into the coolant inlet of the drive system heat exchange structure 24 from port 2 of the fifth multi-way valve, completing its own circulation. This heat dissipation method is more energy-efficient, utilizing ambient temperature to dissipate heat from the drive system heat exchange structure 24, thus meeting the cooling requirements.

[0116] In some possible scenarios, such as the refrigerant circulation loop 1 also including 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 flow 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 shut-off valve 208 connected in parallel with the heater core 21. The shut-off valve 208 is used to open or close the coolant pipeline where the shut-off valve 208 is located.

[0118] By controlling the opening and closing of the shut-off valve 208, the flow path of the coolant can be controlled. When the shut-off valve is open, the coolant will pass through the shut-off valve 208 and will not pass through the heater core 21. When the shut-off valve is closed, the coolant will pass through the heater core.

[0119] Optionally, if the refrigerant circulation loop 1 further includes a first heat exchanger 11, refer to Figure 4 With shut-off valve 208 open, the coolant flows out through shut-off valve 208 after passing through the first heat exchanger 11, bypassing the heater core 21. In this structure, the battery heat exchange structure 23 is rapidly cooled without needing to cool the passenger compartment through the heater core 21. Therefore, when there is no need to cool or heat the passenger compartment, the coolant pipe containing shut-off valve 208 can be opened to prevent the coolant from passing through the heater core 21.

[0120] In some embodiments, continuing with the above embodiments, 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.

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

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

[0123] In this 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. Port 1 of the sixth multi-way valve 209 is connected to the coolant inlet of the low-temperature radiator 25, port 2 of the sixth multi-way valve 209 is connected to the coolant outlet of the drive system heat exchange structure 24, and port 3 of the sixth multi-way valve 209 is connected to the coolant outlet of the low-temperature radiator 25. By controlling the opening and closing 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 ports 1 and 2 of the sixth multi-way valve are open and port 3 is closed, the low-temperature radiator 25 is only connected to the heat exchange structure 24 of the drive system. That is, the coolant pipe between the coolant outlet of the heat exchange structure 24 and the coolant inlet of the low-temperature radiator 25 is open, while the coolant pipe between the coolant outlet and inlet of the low-temperature radiator 25 is closed. After passing through the low-temperature radiator 25, the coolant flows to the coolant inlet of the heat exchange structure 24 of the drive system. The heat exchange structure 24 is then cooled by the coolant. The coolant flows out through the coolant outlet of the heat exchange structure 24, passes through ports 2 and 1 of the sixth multi-way valve 209, and then flows to the coolant outlet of the low-temperature radiator 25, completing the cooling cycle of the heat exchange structure 24 of the drive system. No refrigerant is required during this process.

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

[0126] Optionally, all three ports of the sixth multi-way valve 209 can be controlled to be open. In this case, the coolant inlet of the low-temperature radiator 25 is connected to both 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 connected to the coolant inlet of the drive system heat exchange structure 24. After the coolant flows out through the coolant outlet of the low-temperature radiator 25, it will be divided into two paths. One path flows into the drive system heat exchange structure 24 through the coolant inlet and out through the coolant outlet 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 both paths flow out through port 1 of the sixth multi-way valve 209 to the coolant inlet of the low-temperature radiator 25. By controlling the flow rates at ports 2 and 3 of the sixth multi-way valve 209, damage to the heat exchange structure 24 of the drive system can be avoided when the coolant temperature is too low. For example, if the ambient temperature is low and the coolant temperature is even lower, the coolant temperature will still be low after passing through the low-temperature radiator 25. If all the coolant passes through the heat exchange structure 24 of the drive system, it will affect the normal operation of the heat exchange structure 24. In this case, the flow rate at port 2 of the sixth multi-way valve 209 is reduced and the flow rate at port 3 of the sixth multi-way valve 209 is increased. The coolant flows out after converging at port 1 of the sixth multi-way valve 209, which reduces the amount of coolant passing through the heat exchange structure 24 of the drive system, thus avoiding damage to the structure, while ensuring that the heat exchange structure 24 of the drive system is cooled.

[0127] Figure 13 This is a schematic diagram of a thermal management method provided in an embodiment of the present disclosure, such as... Figure 13 As shown in the embodiments of this disclosure, a thermal management method is also provided. This method is applicable to the thermal management system of any of the above-described thermal management system embodiments. The method includes:

[0128] S100: Obtain the vehicle's thermal management requirements.

[0129] S200, based on the vehicle's thermal management requirements, controls the parallel-connected heater core and passenger compartment evaporator to release heat or cold to the passenger compartment through coolant in the coolant pipes.

[0130] For example, based on the above-mentioned thermal management system settings, the vehicle's thermal management needs can be determined. For instance, if the vehicle's thermal management needs are cooling needs, the parallel-connected heater core and passenger compartment evaporator can be controlled to release cooling energy into the passenger compartment through the coolant in the coolant pipes to improve the cooling effect. If the vehicle's thermal management needs are heating needs, the parallel-connected heater core and passenger compartment evaporator can be controlled to release heat into the passenger compartment through the coolant in the coolant pipes to improve the heating effect.

[0131] In this embodiment, the heater core and the passenger compartment evaporator are connected in parallel. Both the heater core and the passenger compartment evaporator work together for heat exchange. Compared to existing technologies where only a single structure of the heater core and passenger compartment evaporator can exchange heat, connecting them in parallel ensures that they share the same circulating medium, allowing them to exchange heat together during cooling or heating. This significantly improves the system's heat exchange capacity and rate, and shortens the heat exchange time. Because they work together and use the same medium, there is no need to install temperature dampers to isolate the heat source or to isolate the heater core from the evaporator, thus simplifying the air conditioning system structure and streamlining the air conditioning unit structure.

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

[0133] The vehicle's thermal management requirement is determined to be passenger compartment cooling. The first multi-way valve and the second multi-way valve are controlled to connect the heater core and the passenger compartment evaporator in parallel and in series with the coolant pipe of the first heat exchanger, so that the heater core and the passenger compartment evaporator release cooling capacity to the passenger compartment through the coolant in the coolant pipe.

[0134] The coolant circulation loop includes a first multi-way valve and a second multi-way valve; the coolant inlet of the heater core and the coolant inlet of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve; the coolant outlet of the heater core and the coolant outlet 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 the vehicle's thermal management requirement is determined to be 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 in series with the coolant pipes of the first heat exchanger 11. The coolant passes through the coolant pipes in the first heat exchanger 11 and exchanges heat with the refrigerant in its refrigerant pipes, lowering the coolant temperature and allowing it to flow to the heater core 21 and the passenger compartment evaporator 22. The heater core 21 and the passenger compartment evaporator 22 are connected in parallel in the coolant circulation loop 2. Therefore, the cooling capacity carried by the coolant can be released to the passenger compartment through the heater core 21 and the passenger compartment evaporator 22, meeting the passenger compartment cooling requirement. The combined cooling effect of both significantly improves the cooling efficiency of the thermal management system.

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

[0137] The vehicle's thermal management requirement is determined to be passenger compartment heating. The first multi-way valve and the second multi-way valve are controlled to connect the heater core and the passenger compartment evaporator in parallel and in series with the coolant pipe 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 pipe.

[0138] The coolant circulation loop includes a first multi-way valve and a second multi-way valve; the coolant inlet of the heater core and the coolant inlet of the passenger compartment evaporator are connected in parallel in the coolant circulation loop through the first multi-way valve; the coolant outlet of the heater core and the coolant outlet 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 the vehicle's thermal management requirement is determined to be 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 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, increasing the coolant temperature and flowing to the heater core 21 and the passenger compartment evaporator 22. 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, meeting the passenger compartment heating requirement. The combined heating of the two greatly improves the heating effect of the thermal management system.

[0140] In some embodiments, it also includes:

[0141] The vehicle's thermal management requirement is determined to be battery cooling. The third multi-way valve is controlled to open the coolant pipe between the coolant outlet of the first heat exchanger and the coolant inlet of the battery heat exchange structure, as well as the coolant pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

[0142] 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 the vehicle's thermal management requirement is determined to be battery cooling, the third multi-way valve 205 can be controlled to open the coolant pipe between the coolant outlet of the first heat exchanger 11 and the coolant inlet of the battery heat exchange structure 23, and to open the coolant pipe between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23.

[0144] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23 and splits into two paths. One path returns directly to the coolant inlet of the battery heat exchange structure 23; this path does not undergo cooling and remains at a higher temperature. The other path passes through the first heat exchanger 11, where heat exchange occurs, lowering the temperature of this coolant before it returns to the coolant inlet of the battery heat exchange structure 23. The two coolant paths, with their different temperatures, mix within the coolant pipes before returning to the inlet of the battery heat exchange structure 23. The mixing of the higher-temperature and lower-temperature coolants results in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 23. Compared to the prior art where the coolant is cooled by the first heat exchanger 11 and then flows directly to the battery heat exchange structure 23, the method provided in this embodiment mixes the high-temperature and low-temperature coolants, ensuring a moderate temperature for the coolant flowing through the battery heat exchange structure. This prevents the battery from becoming overcooled, which could negatively impact battery life and efficiency.

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

[0146] The vehicle's thermal management requirement is determined to be battery heating. The third multi-way valve is controlled to open the coolant pipe between the coolant outlet of the second heat exchanger and the coolant inlet of the battery heat exchange structure, as well as the coolant pipe between the coolant outlet of the battery heat exchange structure and the coolant inlet of the battery heat exchange structure.

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

[0148] For example, continue to refer to Figure 9 When the vehicle's thermal management requirement is determined to be battery heating, the third multi-way valve 205 can be controlled to open the coolant pipe between the coolant outlet of the second heat exchanger 12 and the coolant inlet of the battery heat exchange structure 23, as well as to open the coolant pipe between the coolant outlet of the battery heat exchange structure 23 and the coolant inlet of the battery heat exchange structure 23.

[0149] The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23 and splits into two paths. One path returns directly to the coolant inlet of the battery heat exchange structure 23; this path is not heated and has a lower temperature. The other path passes through the second heat exchanger 12, where heat exchange occurs, raising the temperature of this path before returning to the coolant inlet of the battery heat exchange structure 23. The two coolant paths, with their different temperatures, mix within the coolant pipes before returning to the inlet. The higher-temperature coolant mixes with the lower-temperature coolant, resulting in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 23. Compared to the prior art where the coolant is heated by the second heat exchanger 12 and then flows directly to the battery heat exchange structure 23, the method provided in this embodiment mixes the high-temperature and low-temperature coolant, ensuring a moderate temperature for the coolant flowing through the battery heat exchange structure. This prevents the battery from becoming overcooled, which could negatively impact battery life and efficiency.

[0150] In some embodiments, it also includes:

[0151] Based on the vehicle's thermal management requirements, 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 following: 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 Figure 10 The fourth multi-way valve 206 controls the connection between the second heat exchanger 12 and the low-temperature radiator 25. Coolant in the coolant circulation loop 2 flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the low-temperature radiator 25, where the heat carried by the coolant can be exchanged with the outside environment. After the coolant temperature decreases, it flows out from the coolant outlet of the low-temperature radiator 25, passes through the fourth multi-way valve 206, and then flows back to the coolant inlet of the second heat exchanger 12, completing the heat dissipation cycle. This structure is suitable for energy-saving cooling conditions, as it does not require refrigerant for cooling; heat exchange between the low-temperature radiator 25 and the outside air is sufficient.

[0154] Optionally, continue to refer to Figure 6The fourth multi-way valve 206 controls the connection between the second heat exchanger 12 and the battery heat exchange structure 23. Coolant releases heat to the battery heat exchange structure 23. Coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23 and then reaches the second heat exchanger 12 via the fourth multi-way valve 206. The refrigerant in the refrigerant pipe of the second heat exchanger 12 condenses and releases heat. Therefore, the coolant can exchange heat at the second heat exchanger 12, increasing its temperature. The coolant then flows to the coolant inlet of the battery heat exchange structure 23 to complete the heating cycle. This structure is suitable for situations where the battery needs to be heated quickly.

[0155] Optionally, continue to refer to Figure 11 The fourth multi-way valve 206 controls the connection between the second heat exchanger 12 and the heater core 21, allowing the coolant to release heat into the passenger compartment. The coolant flows from 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 occurs, raising the temperature inside the passenger compartment. Afterward, the coolant flows out from the coolant outlet of the heater core 21 and the passenger compartment evaporator 22, and then flows through port 2 of the fourth multi-way valve 206 back to the coolant inlet of the second heat exchanger 12, completing the heating cycle. This structure is suitable for situations where heat is released from the passenger compartment to rapidly raise its temperature.

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

[0157] In some embodiments, it also includes:

[0158] Based on the vehicle's thermal management requirements, 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; and 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] 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 Figure 12Based on the vehicle's thermal management requirements, the fifth multi-way valve 207 can be controlled to shut off the coolant pipe 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, requiring no refrigerant heat exchange and no heat exchange with the outside environment via the low-temperature radiator 25, thus avoiding energy loss and achieving greater energy efficiency. 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 then flows into the coolant inlet of the drive system heat exchange structure 24 through port 2, completing its own circulation and achieving a uniform temperature effect.

[0161] Optionally, in some scenarios where the low-temperature radiator 25 is required to dissipate heat from the heat exchange structure 24 of the drive system, reference can be made to... Figure 6 The connection method controls the opening of the fifth multi-way valve 207 to close the coolant pipe between the drive system heat exchange structure 24 and the low-temperature radiator 25. Coolant flows out from the coolant outlet of the drive system heat exchange structure 24, reaches the low-temperature radiator 25, and then flows back into the coolant inlet of the drive system heat exchange structure 24 through the fifth multi-way valve 207, completing its own circulation. This heat dissipation method is more energy-efficient, utilizing ambient temperature to dissipate heat from the drive system heat exchange structure 24, thus meeting the cooling requirements.

[0162] In conjunction with the above embodiments, in some possible scenarios, after the coolant flows out from 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 before flowing into the coolant inlet of the drive system heat exchange structure 24. In this case, the coolant pipeline between the battery heat exchange structure 23 and the first heat exchanger 11 can be switched to a closed or open state by controlling the first reversing valve 203. When switched to the closed state, the battery heat exchange structure 23 is in a uniform temperature dissipation state; when switched to the open state, the battery heat exchange structure 23 is cooled by the first heat exchanger 11. Furthermore, 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 a closed or open state, it is also possible to select whether the drive system heat exchange structure 24 needs cooling from the first heat exchanger 11. When rapid cooling of the drive system heat exchange structure 24 is required, it can be switched to the open state.

[0163] Optionally, if the coolant pipe between the battery heat exchange structure 23 and the first heat exchanger 11 is switched to the open state by controlling the first reversing valve 203, and the coolant pipe between the drive system heat exchange structure 24 and the first heat exchanger 11 is switched to the open state by controlling the second reversing valve 204, then the battery heat exchange structure 23 and the drive system heat exchange structure 24 can be cooled simultaneously.

[0164] In some embodiments, it also includes:

[0165] The vehicle's thermal management requirement is determined to be motor cooling. The sixth multi-way valve is controlled to open the coolant pipe between the coolant outlet of the drive system's heat exchange structure and the coolant inlet of the low-temperature radiator, as well as the coolant pipe between the coolant outlet of the low-temperature radiator and the coolant inlet of the low-temperature radiator.

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

[0167] For example, continue to refer to Figure 6 When the vehicle's thermal management requirement is determined to be motor cooling, the sixth multi-way valve 209 can be used to control the low-temperature radiator 25 to connect only to the drive system heat exchange structure 24, thus shutting off the coolant pipe between the coolant outlet and the coolant inlet of the low-temperature radiator 25. After passing through the low-temperature radiator 25, the coolant flows to the coolant inlet of the drive system heat exchange structure 24, where it is cooled by the coolant. The coolant then flows out through the coolant outlet of the drive system heat exchange structure 24, passing sequentially through ports 2 and 1 of the sixth multi-way valve 209, and finally to the coolant outlet of the low-temperature radiator 25, completing the cooling cycle of the drive system heat exchange structure 24. No refrigerant is required during this process.

[0168] In some other scenarios, the low-temperature radiator 25 can be disconnected from the heat exchange structure 24 of the drive system by controlling the sixth multi-way valve 209. When there is no need to cool the heat exchange structure 24 of the drive system, this embodiment can be referred to.

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

[0170] After the coolant flows out from the coolant outlet of the low-temperature radiator 25, it will split into two paths. One path flows into 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 through port 1 of the sixth multi-way valve 209 to the coolant inlet of the low-temperature radiator 25. By controlling the flow rates at ports 2 and 3 of the sixth multi-way valve 209, damage to the heat exchange structure 24 of the drive system can be avoided when the coolant temperature is too low. For example, if the ambient temperature is low and the coolant temperature is even lower, the coolant temperature will still be low after passing through the low-temperature radiator 25. If all the coolant passes through the heat exchange structure 24 of the drive system, it will affect the normal operation of the heat exchange structure 24. In this case, the flow rate at port 2 of the sixth multi-way valve 209 is reduced and the flow rate at port 3 of the sixth multi-way valve 209 is increased. The coolant flows out after converging at port 1 of the sixth multi-way valve 209, which reduces the amount of coolant passing through the heat exchange structure 24 of the drive system, thus avoiding damage to the structure, while ensuring that the heat exchange structure 24 of the drive system is cooled.

[0171] This disclosure also provides specific examples of several common thermal management requirements, which will be explained in detail below.

[0172] Figure 14 This is a schematic diagram illustrating the working principle of a thermal management system provided in an embodiment of the present disclosure, as shown below. Figure 14As shown, the vehicle's thermal management requirements are passenger compartment cooling, battery cooling, and motor cooling. The coolant in the coolant circulation loop 2 flows out through the coolant outlet of the battery heat exchange structure 23 and is divided into two paths. One path of coolant carries the residual heat released by the battery heat exchange structure 23 and is at a higher temperature. It flows in through port 4 of the third multi-way valve 205 and flows out through port 1 of the third multi-way valve 205 to the first electronic water pump 105. Then it returns to the coolant inlet of the battery heat exchange structure 23. This path of coolant is not cooled and remains at a higher temperature. Another stream of coolant, after passing through the first reversing valve 203, reaches the first heat exchanger 11. There, it exchanges cooling energy with the refrigerant in the refrigerant circulation loop 1, lowering its temperature. This coolant then flows to the second electronic water pump 106, and subsequently passes through the heater core 21 and the passenger compartment evaporator 22, where it releases its cooling energy to cool the passenger compartment. Afterward, it returns to the coolant inlet of the battery heat exchange structure 23 via the first reversing valve 203. The two streams of coolant, with their different temperatures, mix within the coolant pipes before returning to the battery heat exchange structure 23. The mixture of the higher-temperature and lower-temperature coolant results in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 23. This effectively cools the passenger compartment, improving heat exchange efficiency and shortening cooling time, while also cooling the battery and preventing damage to the battery heat exchange structure 23 due to excessively low coolant temperature. Meanwhile, the heat generated by the refrigerant in the second heat exchanger 12 can be exchanged with the coolant, and the heat carried by the coolant can be transferred to the low-temperature radiator 25 via the third electronic water pump 107. Similarly, when the motor also needs to be cooled, it can be connected to the low-temperature radiator 25, and the coolant can flow out through the coolant outlet of the drive system heat exchange structure 24, reach the low-temperature radiator 25 after passing through the sixth multi-way valve 209, dissipate heat to the environment, and then return to the coolant inlet of the drive system heat exchange structure 24 via the fifth multi-way valve 207 and the fourth electronic water pump 108.

[0173] Figure 15 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 15As shown, the vehicle's thermal management requirements are passenger compartment cooling, battery temperature equalization, and motor cooling. When the battery is at a constant temperature, the coolant does not need to pass through the first heat exchanger 11. The coolant in the coolant circulation loop 2 flows out from the coolant outlet of the battery heat exchange structure 23, then sequentially passes through the first reversing valve 203, the third multi-way valve 205, and the first electronic water pump 105 before returning to the coolant inlet of the battery heat exchange structure 23, completing its own temperature equalization cycle. When the passenger compartment is cooled, the coolant can exchange cooling energy with the refrigerant in the refrigerant circulation loop 1 at the first heat exchanger 11, lowering the temperature of this coolant. It then flows to the second electronic water pump 106, and after passing through the heater core 21 and the passenger compartment evaporator 22, the coolant releases its cooling energy to cool the passenger compartment. After cooling the passenger compartment, the coolant returns to the coolant inlet of the first heat exchanger 11 through the first reversing valve 203. Motor cooling and... Figure 14 The working principle is the same, so I will not repeat it here.

[0174] Figure 16 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 16 As shown, the vehicle's thermal management requirement is energy-saving cooling for the battery and motor. In this mode, both the battery heat exchange structure 23 and the drive system heat exchange structure 24 are 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 reaches the battery heat exchange structure 23 through the second reversing valve 204, the shut-off valve 208, the first reversing valve 203, and the first electric water pump 105. Carrying the heat here, it flows again through the first reversing valve 203 to the first heat exchanger 11. At this time, the refrigerant in the refrigerant pipe of the first heat exchanger 11 is not working, so the coolant flows directly out of the first heat exchanger 11 and then flows back to the second reversing valve 204 through the second electric water pump 106, and then to the low-temperature radiator 25. The low-temperature radiator completes the heat exchange with the external environment, and then returns to the coolant inlet of the battery heat exchange structure 23. No refrigerant is needed for cooling, which is more energy-efficient.

[0175] Figure 17 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 17 As shown, the thermal management requirements of a vehicle are battery temperature uniformity and motor temperature uniformity. The principle of battery temperature uniformity is similar to... Figure 15 The principle of uniform temperature control for the battery is the same and will not be repeated here. However, 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 can achieve a uniform temperature effect by circulating itself.

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

[0177] Figure 18 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 17 As shown, the vehicle's thermal management requirements include 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 heats up, one path flows from the coolant outlet of the second heat exchanger 12 to the coolant inlet of the heater core 21 and passenger compartment evaporator 22, where heat exchange occurs, raising the temperature inside the passenger compartment. The coolant then flows out again from the coolant outlet of the heater core 21 and passenger compartment evaporator 22, and through the fourth multi-way valve 206 back to the coolant inlet of the second heat exchanger 12 to complete the heating cycle. Another path flows through the third multi-way valve 205 and the first electronic water pump 105 to the coolant inlet of the battery heat exchange structure 23, where the heat carried by the coolant heats the battery heat exchange structure 23. After the coolant flows out from the coolant outlet of the battery heat exchange structure 23, it splits into two paths. One path returns directly to the coolant inlet of the battery heat exchange structure 23; this path is not heated and has a lower temperature. The other path passes through the second heat exchanger 12, where heat exchange occurs, raising the temperature of this path before returning to the coolant inlet of the battery heat exchange structure 23. The two coolant paths, with their different temperatures, mix within the coolant pipes before returning to the inlet. The higher-temperature coolant mixes with the lower-temperature coolant, resulting in a coolant temperature more suitable for the operating temperature of the battery heat exchange structure 23, achieving the same effect as the coolant mixing during battery heating in the previous embodiment. Regarding motor waste heat recovery, after the coolant flows out from the coolant outlet of the drive system heat exchange structure 24, it passes through the first heat exchanger 11, where the heat generated by the motor is supplied. During this process, the refrigerant circulation loop and the low-temperature radiator 25 do not need to operate, preventing heat waste from the motor.

[0178] Figure 19 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 19 As shown, the vehicle's thermal management requirements include air-source heat pumps, battery temperature equalization, and motor cooling. Among these, battery temperature equalization and... Figure 15 The principle of uniform temperature distribution in a battery is the same as that of motor cooling. Figure 15 The cooling principle of the motor is the same. When the air source heat pump is turned on, in order to prevent the water temperature from being too low and affecting the motor system, the coolant flowing out of the low temperature radiator 25 needs to be divided into two paths. One path has a smaller flow rate and passes through the heat exchange structure 24 of the drive system to the sixth multi-way valve 209. The other path has a larger flow rate and goes directly to the sixth multi-way valve 209. By reducing the coolant flow rate, the impact of the low temperature on the heat exchange structure 24 of the drive system is reduced.

[0179] Figure 20 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 20 As shown, the vehicle's thermal management requirement is battery fast charging heating; for details, please refer to [reference needed]. Figure 18 The principle is the same as that of the battery heating in the middle. Because rapid heating is required, the passenger compartment and motors are not heated to reduce heat loss.

[0180] Figure 21 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 21 As shown, the vehicle's thermal management requirements are air-source heat pump dehumidification and battery heating. Dehumidification requires cooling first, followed by heating, and in this embodiment, battery heating is also required. Therefore, the second heat exchanger 12 needs to be connected to the battery heat exchange structure 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 then to the evaporator 22 in the passenger compartment, releasing cooling energy to the passenger compartment. Afterwards, the coolant returns to the coolant inlet of the first heat exchanger 11 via the first reversing valve 203, completing the refrigeration cycle. Further, the coolant in the coolant circulation loop 2 flows out from the coolant outlet of the second heat exchanger 12, passes through the third electronic water pump 107, and reaches the heater core 21, releasing heat to the passenger compartment. Afterwards, the coolant returns to the coolant inlet of the second heat exchanger 12 via the fourth multi-way valve 206, completing the heating cycle, thereby achieving dehumidification. In some other scenarios, if the first heat exchanger 11 generates a large amount of cooling energy, it can be connected to the low-temperature radiator 25 via the second reversing valve 204 to exchange heat with the outside air.

[0182] Figure 22 This is a schematic diagram illustrating the working principle of another thermal management system provided in this embodiment of the disclosure, as shown below. Figure 22As shown, the vehicle's thermal management requirements are air-source heat pump dehumidification and battery cooling. Since dehumidification requires cooling before heating, and in this embodiment, battery cooling is also required, the battery heat exchange structure 23 can be connected to the first heat exchanger 11 and the passenger compartment evaporator 22. The cooling energy released by the first heat exchanger 11 cools the battery heat exchange structure 23 and the passenger compartment. Furthermore, the second heat exchanger 12 only needs to release heat to the passenger compartment. Therefore, the coolant flowing out of the coolant outlet of the second heat exchanger 12 reaches the heater core 21 via the third electronic water pump 107, where it heats the passenger compartment, and then returns to the second heat exchanger 12 to complete the heating cycle, thus completing the dehumidification process of cooling before heating.

[0183] In addition to the thermal management method provided in this disclosure, this disclosure also provides a thermal management device, which includes a thermal management requirement acquisition module and a control module.

[0184] The thermal management requirement acquisition module is used to acquire the vehicle's thermal management requirements. The control module is used to control the parallel-connected heater core and passenger compartment evaporator to release heat or cold into the passenger compartment through the coolant in the coolant pipes, based on the vehicle's thermal management requirements.

[0185] The thermal management devices disclosed in the above embodiments can perform the thermal management methods disclosed in the above embodiments and have the same or corresponding beneficial effects. To avoid repetition, they will not be described again here.

[0186] This disclosure also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the thermal management method described in any of the above embodiments.

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

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

[0189] This disclosure also provides a vehicle that includes any of the thermal management systems provided in this disclosure, which have the same or corresponding beneficial effects. To avoid repetition, these will not be described again here.

[0190] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

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

Claims

1. A thermal management system, characterized by, The application relates to a heat management system for a vehicle, comprising: a refrigerant circulation loop and a cooling liquid circulation loop coupled with the refrigerant circulation loop; the cooling liquid circulation loop comprises a warm air core and a passenger cabin evaporator arranged in parallel; the heat management system further comprises a first heat exchanger and a second heat exchanger; the refrigerant circulation loop is coupled with the cooling liquid circulation loop through the first heat exchanger and the second heat exchanger; the first heat exchanger is a device for evaporating and absorbing heat of refrigerant in a refrigerant pipeline; the second heat exchanger is a device for condensing and releasing heat of refrigerant in a refrigerant pipeline; the cooling liquid circulation loop further comprises a battery heat exchange structure and a first switching valve; the first switching valve is used for switching on or switching off a cooling liquid pipeline between the battery heat exchange structure and the first heat exchanger; or; the cooling liquid circulation loop further comprises a drive system heat exchange structure and a second switching valve; the second switching valve is used for switching on or switching off a cooling liquid pipeline between the drive system heat exchange structure and the first heat exchanger.

2. The thermal management system of claim 1, wherein, the cooling liquid circulation loop comprises a first multi-way valve and a second multi-way valve; a cooling liquid inlet end of the warm air core and a cooling liquid inlet end of the passenger cabin evaporator are connected in parallel to the cooling liquid circulation loop through the first multi-way valve; a cooling liquid outlet end of the warm air core and a cooling liquid outlet end of the passenger cabin evaporator are connected in parallel to the cooling liquid circulation loop through the second multi-way valve.

3. The thermal management system of claim 1, wherein, the cooling liquid circulation loop further comprises a third multi-way valve and a battery heat exchange structure; the third multi-way valve is used for switching on or switching off a cooling liquid pipeline between the battery heat exchange structure and the first heat exchanger, or switching on or switching off a cooling liquid pipeline between the battery heat exchange structure and the second heat exchanger.

4. The thermal management system of claim 3, wherein, the third multi-way valve is further used for switching on or switching off a cooling liquid pipeline between a cooling liquid outlet end of the first heat exchanger and a cooling liquid inlet end of the battery heat exchange structure, and switching on or switching off a cooling liquid pipeline between a cooling liquid outlet end of the battery heat exchange structure and the cooling liquid inlet end of the battery heat exchange structure; or, switching on or switching off a cooling liquid pipeline between a cooling liquid outlet end of the second heat exchanger and a cooling liquid inlet end of the battery heat exchange structure, and switching on or switching off a cooling liquid pipeline between a cooling liquid outlet end of the battery heat exchange structure and the cooling liquid inlet end of the battery heat exchange structure.

5. The thermal management system of claim 1, wherein, the cooling liquid circulation loop further comprises a fourth multi-way valve; the cooling liquid circulation loop further comprises at least one of a low-temperature radiator and a battery heat exchange structure; the fourth multi-way valve is used for switching on or switching off a cooling liquid pipeline between the second heat exchanger and at least one of a low-temperature radiator, a battery heat exchange structure, the warm air core and the passenger cabin evaporator.

6. The thermal management system of claim 1, wherein, the cooling liquid circulation loop further comprises 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 cooling liquid pipeline between the driving system heat exchange structure and the low-temperature radiator, and is used for opening or closing the cooling liquid pipeline between the driving system heat exchange structure and the low-temperature radiator.

7. The thermal management system of claim 1, wherein, The cooling liquid circulation loop further comprises a shutoff valve connected in parallel with the heater core; The shutoff valve is used for opening or closing the cooling liquid pipeline where the shutoff valve is arranged.

8. The thermal management system of claim 1, wherein, The cooling liquid circulation loop further comprises a sixth multi-way valve, a driving system heat exchange structure and a low-temperature radiator; The sixth multi-way valve is arranged on the cooling liquid pipeline between the cooling liquid outlet end of the driving system heat exchange structure and the cooling liquid inlet end of the low-temperature radiator, and between the cooling liquid outlet end of the low-temperature radiator and the cooling liquid inlet end of the low-temperature radiator; The sixth multi-way valve is used for opening or closing the cooling liquid pipeline between the cooling liquid outlet end of the driving system heat exchange structure and the cooling liquid inlet end of the low-temperature radiator, and opening or closing the cooling liquid pipeline between the cooling liquid outlet end of the low-temperature radiator and the cooling liquid inlet end of the low-temperature radiator.

9. A thermal management method, characterized by, The method is suitable for the thermal management system according to any one of claims 1-8, and the method comprises: obtaining the thermal management requirement of the vehicle; controlling the heater core and the passenger cabin evaporator connected in parallel to release heat or cold to the passenger cabin through the cooling liquid in the cooling liquid pipeline based on the thermal management requirement of the vehicle.

10. A vehicle characterized by comprising: The thermal management system according to any one of claims 1-8.

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