Vehicle thermal management system

Abstract

The application provides a vehicle thermal management system, comprising a refrigerant circulation first loop and a coolant circulation loop; the refrigerant circulation first loop comprises, in sequence, a compressor, a refrigerant passage of a condenser, a liquid storage drying tank, a first flow control valve and a refrigerant passage of a battery cooler; the coolant circulation loop comprises a motor cooling loop, a battery cooling loop, a warm core loop, a cold core loop and a ten-way valve. The coolant circulation loop of the vehicle thermal management system comprises four loops, which are connected through a ten-way valve, two coolant three-way pipes and two proportional three-way valves, wherein the f port of the ten-way valve has a proportional shunt function to realize a temperature adjustment function of battery thermal management requirements; the vehicle thermal management system integrates and simplifies the waterway part of the system architecture under the premise of meeting various functional modes, and takes into account system energy consumption, economy and integration.

Description

Technical Field

[0001] This invention relates to the field of heat exchange technology, and more specifically, to a vehicle thermal management system. Background Technology

[0002] Considering future environmental regulations for automotive refrigerants, the adoption of indirect heat pump air conditioning systems with platform architectures compatible with various environmentally friendly refrigerants, including R290 (propane) / R1234yf (tetrafluoropropylene, C3H2F4), has become an industry trend. Using indirect heat pump systems effectively reduces the amount of refrigerant required for R290 / R1234yf, avoids the safety risks associated with flammable refrigerants, and reduces system refueling costs. However, to simultaneously meet the thermal management needs of the passenger compartment, battery, motor, and electronic control systems in new energy vehicles, indirect heat pump systems often result in complex water circuits, sacrificing overall vehicle space and increasing overall vehicle weight and cost.

[0003] Existing technologies, such as patent (CN221162111U), provide an indirect heat pump air conditioning system. This system includes a compressor, condenser, dryer receiver tank, expansion valve, evaporator, ten-way valve, air conditioning heating core, air conditioning cooling core, radiator, cooling core three-way valve, heating core three-way valve, gas-fuel heat exchanger, gas-fuel expansion valve, PTC, first, second, and third liquid pumps, first three-way pipe, and second three-way pipe. This indirect heat pump system avoids the safety risks of flammable refrigerants, and the water circuit integrates a ten-way valve, simplifying the system architecture. However, this system cannot adjust the battery's required water temperature when both the passenger compartment and the battery have thermal management needs. Patent (CN118810342A) provides another indirect heat pump air conditioning system, which includes a compressor, heat exchanger, water-cooled condenser, first flow control valve, second flow control valve, first, second, and third water pumps, ten-way valve, low-temperature radiator, cold air core, first three-way proportional valve, second three-way proportional valve, gas-liquid separator, and heating air core. This indirect heat pump system also integrates the water circuit to a certain extent, but the low-temperature dehumidification mode cannot utilize the air source and motor waste heat, which increases the system energy consumption. At the same time, it cannot adjust according to the battery demand when the passenger compartment and the battery have different heat load requirements.

[0004] Therefore, there is an urgent need to develop a vehicle thermal management system that has multiple functional modes, takes into account economy and integration, and is compatible with a variety of refrigerants with low Global Warming Potential (GWP) values.

[0005] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0006] To address the problems in the prior art, the present invention aims to provide a vehicle thermal management system, which is an indirect heat pump system water circuit, to achieve adjustment of different thermal management needs of the passenger compartment and battery. It has the advantages of high integration, reduced system piping, compact space layout, competitive system cost and weight.

[0007] Embodiments of the present invention provide an automotive thermal management system, including a refrigerant circulation first loop and a coolant circulation loop;

[0008] The first refrigerant circulation loop includes a compressor, a refrigerant passage for a condenser, a liquid receiver-drier, a first flow control valve, and a refrigerant passage for a battery cooler connected in sequence.

[0009] The coolant circulation circuit includes a motor cooling circuit, a battery cooling circuit, a warm core circuit, a cold core circuit, and a ten-way valve;

[0010] The motor cooling circuit includes a 10-way valve (port b), a radiator, a first coolant tee pipe, and a motor connected in sequence, with the return end of the first coolant tee pipe and the outlet of the motor connected to ports a and j of the 10-way valve, respectively.

[0011] The battery cooling circuit includes the e port of a ten-way valve, a battery water pump, and a battery cooling plate connected in sequence, and the outlet of the battery cooling plate is connected to the f port of the ten-way valve.

[0012] The heating core circuit includes the i port of the ten-way valve, the heating core water pump, the coolant channel of the condenser, and the first proportional three-way valve connected in sequence, and the outlet and outlet of the first proportional three-way valve (8) are respectively connected to the c port and g port of the ten-way valve.

[0013] The cold core circuit includes, in sequence, the h port of the ten-way valve, the second coolant tee pipe, the cold core water pump, the coolant channel of the battery cooler, the second proportional tee valve, the outlet of the second proportional tee valve, and the d port of the ten-way valve, and the outlet of the second proportional tee valve is connected to one end of the second coolant tee pipe.

[0014] According to some examples of the invention, the ten-way valve has a first mode to a sixth mode;

[0015] The first mode is to connect port b and port c of the ten-way valve, port e and port f of the ten-way valve, and port g, port j and port i of the ten-way valve.

[0016] The second mode is to connect port b and port c of the ten-way valve, port d and port e of the ten-way valve, port g and port j of the ten-way valve and port i of the ten-way valve, and port f of the ten-way valve to port e and port h respectively.

[0017] The third mode is to connect the b and d ports of the ten-way valve, the e and f ports of the ten-way valve, the g and i ports of the ten-way valve, and the h and j ports of the ten-way valve.

[0018] The fourth mode is to connect the a and d ports of the ten-way valve, the e and f ports of the ten-way valve, the g and i ports of the ten-way valve, and the h and j ports of the ten-way valve.

[0019] The fifth mode is to connect the b and d ports of the ten-way valve, the c and e ports of the ten-way valve, the f port of the ten-way valve to the e and i ports respectively, the g and i ports of the ten-way valve, and the h and j ports of the ten-way valve.

[0020] The sixth mode is to connect ports a and d of the ten-way valve, ports c and e of the ten-way valve, port f of the ten-way valve to ports e and i respectively, port g of the ten-way valve to port i, and port h of the ten-way valve to port j.

[0021] According to some examples of the present invention, the vehicle thermal management system further includes a second refrigerant circulation loop;

[0022] The second refrigerant circulation loop includes a refrigerant passage for a compressor, a second flow control valve, and a battery cooler connected in sequence.

[0023] The compressor is connected to the condenser and the second flow control valve via a first refrigerant tee pipe.

[0024] The first flow control valve and the second flow control valve are connected to the battery cooler via a second refrigerant tee.

[0025] According to some examples of the present invention, the vehicle thermal management system further includes a regenerator;

[0026] The high-pressure circuit of the regenerator is located between the liquid storage drying tank and the first flow control valve; the low-pressure circuit of the regenerator is located between the battery cooler and the compressor.

[0027] According to some examples of the present invention, the vehicle thermal management system further includes a water heater;

[0028] The water heater is located between the coolant passage of the condenser and the first proportional three-way valve.

[0029] According to some examples of the present invention, the vehicle thermal management system further includes a second refrigerant circulation loop and a water heater;

[0030] The second refrigerant circulation loop includes a refrigerant passage for a compressor, a second flow control valve, and a battery cooler connected in sequence.

[0031] The compressor is connected to the condenser and the second flow control valve via a first refrigerant tee pipe.

[0032] The first flow control valve and the second flow control valve are connected to the battery cooler via a second refrigerant tee pipe;

[0033] The water heater is located between the coolant passage of the condenser and the first proportional three-way valve.

[0034] According to some examples of the present invention, the first flow control valve and / or the second flow control valve are throttling devices such as electronic expansion valves or capillary tubes.

[0035] According to some examples of the present invention, the vehicle thermal management system further includes a heater core;

[0036] The heating element is positioned between the outlet of the first proportional three-way valve and the g port of the ten-way valve.

[0037] According to some examples of the present invention, the automotive thermal management system further includes a cold core;

[0038] The cooling core is located between the outlet of the second proportional three-way valve and one end of the second coolant three-way pipe.

[0039] According to some examples of the invention, the condenser is a water-cooled condenser.

[0040] The coolant circulation loop of the vehicle thermal management system of the present invention includes four loops, which are connected by a ten-way valve, two coolant three-way pipes, and two proportional three-way valves. The f port of the ten-way valve has a proportional flow splitting function to achieve the temperature regulation function required for battery thermal management. Under the premise of meeting multiple functional modes, the vehicle thermal management system integrates and simplifies the water circuit part of the system architecture, taking into account system energy consumption, economy, and integration. Attached Figure Description

[0041] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0042] Figure 1 This is a schematic diagram of the structure of the vehicle thermal management system according to the first embodiment of the present invention;

[0043] Figure 2 This is a diagram showing the various modes and states of a ten-way valve in an automotive thermal management system according to an embodiment of the present invention.

[0044] Figure 3 This is a schematic diagram of the structure of the vehicle thermal management system according to the second embodiment of the present invention;

[0045] Figure 4This is a schematic diagram of the structure of the vehicle thermal management system according to the third embodiment of the present invention;

[0046] Figure 5 This is a schematic diagram of the structure of the vehicle thermal management system according to the fourth embodiment of the present invention;

[0047] Figure 6 This is a schematic diagram of the structure of the vehicle thermal management system according to the fifth embodiment of the present invention;

[0048] Figure 7 This is a schematic diagram of the dehumidification of the passenger compartment at medium temperature when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the first mode.

[0049] Figures 8 to 11 These are schematic diagrams of the vehicle thermal management system of the second embodiment of the present invention in the second mode, namely, defrosting in hot gas bypass mode, defrosting and passenger compartment heating in hot gas bypass mode, and passenger compartment heating and battery cooling.

[0050] Figure 12 This is a schematic diagram of the dehumidification of the passenger compartment by the air source and the waste heat of the motor in the three modes of the ten-way valve of the vehicle thermal management system according to the second embodiment of the present invention.

[0051] Figure 13 This is a schematic diagram of the single motor using waste heat to dehumidify the passenger compartment when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the fourth mode.

[0052] Figure 14 This is a schematic diagram of the vehicle thermal management system according to the second embodiment of the present invention, in which the ten-way valve is in the fifth mode and the air source and motor waste heat provide heating to the passenger compartment and battery.

[0053] Figure 15 This is a schematic diagram of the passenger compartment and battery heating in the hot gas bypass mode when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the sixth mode. Detailed Implementation

[0054] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that the invention will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the invention, and should not be construed as limiting the invention. The same reference numerals in the drawings denote the same or similar structures, and therefore repeated descriptions of them will be omitted.

[0055] In the description of this invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include one or more features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0056] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0057] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and settings are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or settings discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0058] The structure of the vehicle thermal management system of the present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments are not intended to limit the scope of protection of the present invention.

[0059] Embodiments of the present invention provide a vehicle thermal management system. Figure 1 This is a schematic diagram of the structure of a vehicle thermal management system according to a first embodiment of the present invention. Specifically, the vehicle thermal management system includes a refrigerant circulation first loop and a coolant circulation loop.

[0060] The first refrigerant circulation loop includes, in sequence, the exhaust port of compressor 1, the refrigerant passage of condenser 2, liquid receiver-drier 3, first flow control valve 4, and battery cooler 6, as well as the intake port of compressor 1. In one embodiment, condenser 2 is a water-cooled condenser.

[0061] The coolant circulation loop includes a motor cooling loop, a battery cooling loop, a warm core loop, a cold core loop, and a ten-way valve V. The motor cooling loop, battery cooling loop, warm core loop, and cold core loop are connected through the ten-way valve V, two coolant tee pipes, and two proportional tee valves. The f port of the ten-way valve V has a proportional flow splitting function to achieve the temperature regulation function required for battery thermal management.

[0062] More specifically, the motor cooling circuit includes the b port of the ten-way valve V, the radiator 9, the first coolant tee pipe 20 and the motor 10 connected in sequence, and the return end of the first coolant tee pipe 20 and the outlet of the motor 10 are respectively connected to the a port and the j port of the ten-way valve V.

[0063] The battery cooling circuit includes the e port of the ten-way valve V, the battery water pump 11, and the battery cold plate 12 connected in sequence, and the outlet of the battery cold plate 12 is connected to the f port of the ten-way valve V.

[0064] The heating core circuit includes the i port of the ten-way valve V, the heating core water pump 7, the coolant passage of the condenser 2, and the inlet 8b of the first proportional three-way valve 8, which are connected in sequence. The outlets 8a and 8c of the first proportional three-way valve 8 are connected to the c port and g port of the ten-way valve V, respectively.

[0065] The cold core circuit includes the h port of the ten-way valve V, the second coolant tee pipe 19, the cold core water pump 13, the coolant channel of the battery cooler 6, the inlet 14c of the second proportional tee valve 14, the outlet 14b of the second proportional tee valve 14, and the d port of the ten-way valve V, which are connected in sequence. The outlet 14a of the second proportional tee valve 14 is connected to one end of the second coolant tee pipe 19.

[0066] In one embodiment, the ten-way valve V has a first mode to a sixth mode. Figure 2 This is a diagram showing the various modes and states of the ten-way valve V in an automotive thermal management system according to an embodiment of the present invention. Specifically:

[0067] The first mode of the ten-way valve V is that the b port of the ten-way valve V is connected to the c port, the e port of the ten-way valve V is connected to the f port, and the g port, j port and i port of the ten-way valve V are connected.

[0068] The second mode of the ten-way valve V is that the b port of the ten-way valve V is connected to the c port, the d port of the ten-way valve V is connected to the e port, the g port and j port of the ten-way valve V are connected to the i port, and the f port of the ten-way valve V is connected to the e port and the h port respectively.

[0069] The third mode of the ten-way valve V is to connect the b port and d port of the ten-way valve V, connect the e port and f port of the ten-way valve V, connect the g port and i port of the ten-way valve V, and connect the h port and j port of the ten-way valve V.

[0070] The fourth mode of the ten-way valve V is to connect ports a and d, ports e and f, ports g and i, and ports h and j.

[0071] The fifth mode of the ten-way valve V is that the b port and d port of the ten-way valve V are connected, the c port and e port of the ten-way valve V are connected, the f port of the ten-way valve V is connected to the e port and i port respectively, the g port of the ten-way valve V is connected to the i port, and the h port of the ten-way valve V is connected to the j port.

[0072] The sixth mode of the ten-way valve V is as follows: the a port and d port of the ten-way valve V are connected; the c port and e port of the ten-way valve V are connected; the f port of the ten-way valve V is connected to the e port and the i port respectively; the g port of the ten-way valve V is connected to the i port; and the h port of the ten-way valve V is connected to the j port.

[0073] In some other embodiments, the vehicle thermal management system further includes a heating element 15; the heating element 15 is disposed between the outlet 8c of the first proportional three-way valve 8 and the g port of the ten-way valve V. Alternatively, the vehicle thermal management system further includes a cooling element 16; the cooling element 16 is disposed between the outlet 14a of the second proportional three-way valve 14 and one end of the second coolant three-way pipe 19. In the above structure, the ten-way valve V with a one-way proportional flow splitting function achieves adjustment of different thermal management needs of the passenger compartment and the battery by switching the f port to connect to the h port and the e port respectively, or the f port to connect to the e port and the i port respectively.

[0074] When the vehicle thermal management system of the first embodiment uses R134a / R1234yf refrigerant, the heating function is suitable for ambient temperatures above -10℃; when using R290 refrigerant, the heating function is suitable for ambient temperatures above -20℃.

[0075] To further expand the heating function of automotive thermal management systems under extremely low temperature conditions, such as when the heating function of the automotive thermal management system operates at an ambient temperature below -10℃ (R134a / R1234yf) or below -20℃ (R290), a hot gas bypass or a water heater, or both, are required. Figure 3 This is a schematic diagram of the vehicle thermal management system according to the second embodiment of the present invention. Unlike the first embodiment, the second embodiment adds a hot gas bypass. Specifically, the vehicle thermal management system further includes a second refrigerant circulation loop, which includes the exhaust port of compressor 1, the refrigerant passage of the second flow control valve 5 and the battery cooler 6, and the suction port of compressor 1 connected in sequence. Compressor 1 is connected to condenser 2 and the second flow control valve 5 via a first refrigerant tee pipe 17. The first flow control valve 4 and the second flow control valve 5 are connected to the battery cooler 6 via a second refrigerant tee pipe 18. The first flow control valve 4 and / or the second flow control valve 5 can be an electronic expansion valve or a capillary tube, etc., and are not limited here.

[0076] Figure 4 This is a schematic diagram of the structure of the vehicle thermal management system according to the third embodiment of the present invention. In the structure of the second embodiment, the vehicle thermal management system further includes a regenerator. The high-pressure circuit 22a of the regenerator is disposed between the liquid storage drying tank 3 and the first flow control valve 4, and the low-pressure circuit 22b of the regenerator is disposed between the battery cooler 6 and the compressor 1. The regenerator appropriately increases the subcooling degree before the valve of the vehicle thermal management system, thereby improving the cooling and heating performance of the vehicle thermal management system.

[0077] Figure 5 This is a schematic diagram of the vehicle thermal management system according to the fourth embodiment of the present invention. Unlike the first embodiment, the fourth embodiment adds a water heater 21. The water heater 21 is located between the outlet of the coolant channel of the water cooler 2 and the inlet of the first proportional three-way valve 8. The added water heater 21 can meet the heat replenishment needs when the passenger compartment is in extremely low temperature or when the battery is rapidly heated.

[0078] Figure 6 This is a schematic diagram of the vehicle thermal management system according to the fifth embodiment of the present invention. In the fifth embodiment, the vehicle thermal management system also adds a second refrigerant circulation loop and a water heater 21'. Similarly, the second refrigerant circulation loop includes the exhaust port of the compressor 1, the second flow control valve 5', the refrigerant passage of the battery cooler 6, and the suction port of the compressor 1, which are connected in sequence. The compressor 1 is connected to the condenser 2 and the second flow control valve 5' through the first refrigerant tee pipe 17'. The first flow control valve 4 and the second flow control valve 5' are connected to the battery cooler 6 through the second refrigerant tee pipe 18'. The water heater 21' is located between the outlet of the coolant passage of the water-cooled cooler 2 and the inlet of the first proportional tee valve 8.

[0079] The following second embodiment of the vehicle thermal management system illustrates the functions of the vehicle thermal management system under different modes of the ten-way valve V.

[0080] When the ten-way valve of the vehicle thermal management system is in the first mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be achieved: single-passenger compartment cooling with simultaneous electric drive heat dissipation, single-passenger compartment cooling with simultaneous battery temperature equalization, medium-temperature passenger compartment dehumidification, and medium-temperature passenger compartment dehumidification with simultaneous battery temperature equalization. For example, Figure 7 This is a schematic diagram of the dehumidification of the passenger compartment at medium temperature when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the first mode. In this diagram, the dotted arrows represent high temperature water circuits, the dashed arrows represent low temperature water circuits, and the solid lines represent circuits where the coolant does not flow. The same applies below.

[0081] When the ten-way valve of the vehicle thermal management system is in the second mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, six modes can be realized: simultaneous cooling of the passenger compartment and battery with electric drive heat dissipation, single battery cooling, simultaneous dehumidification of the passenger compartment and battery cooling, simultaneous heating of the passenger compartment and battery cooling, defrosting in hot gas bypass mode, and simultaneous defrosting of the passenger compartment and heating of the passenger compartment in hot gas bypass mode. Figures 8 to 11 The diagrams are respectively schematic diagrams of the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention in the second mode, namely defrosting in hot gas bypass mode, defrosting and passenger compartment heating in hot gas bypass mode, passenger compartment heating and battery cooling, and passenger compartment heating and battery cooling.

[0082] When the ten-way valve of the vehicle thermal management system is in the third mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be realized: dehumidifying the passenger compartment with air source and motor waste heat, dehumidifying the low-temperature passenger compartment while equalizing the battery temperature, heating the passenger compartment with air source and motor waste heat, and heating the passenger compartment with air source and motor waste heat while equalizing the battery temperature. Figure 12 This is a schematic diagram of the dehumidification of the passenger compartment by the air source and the waste heat from the motor when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the third mode.

[0083] When the ten-way valve of the vehicle thermal management system is in the fourth mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, five modes can be realized: single motor waste heat dehumidification of the passenger compartment, single motor waste heat dehumidification of the passenger compartment while equalizing battery temperature, hot air bypass mode for passenger compartment heating, single motor waste heat for passenger compartment heating, and single motor waste heat for passenger compartment heating while equalizing battery temperature. Figure 13 This is a schematic diagram of the single motor using waste heat to dehumidify the passenger compartment when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the fourth mode.

[0084] When the ten-way valve of the vehicle thermal management system is in the fifth mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, two modes can be realized: heating the passenger compartment and battery with the waste heat from the air source and motor, and heating the battery with the waste heat from the air source and motor. Figure 14 This is a schematic diagram illustrating how the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention heats the passenger compartment and battery using the waste heat from the air source and motor when it is in the fifth mode.

[0085] When the ten-way valve of the vehicle thermal management system is in the sixth mode, by controlling the first proportional three-way valve 8 and the second proportional three-way valve 14, four modes can be realized: single motor waste heat dehumidifies the passenger compartment while heating the battery, passenger compartment and battery heating in hot gas bypass mode, single battery heating in hot gas bypass mode, and single motor waste heat heating the battery. Figure 15This is a schematic diagram of the passenger compartment and battery heating in the hot gas bypass mode when the ten-way valve of the vehicle thermal management system of the second embodiment of the present invention is in the sixth mode.

[0086] In summary, the six modes of the ten-way valve V in the vehicle thermal management system of the present invention can meet the needs of 25 different working scenarios.

[0087] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

[0088] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A thermal management system for a vehicle, characterized by, The refrigerant circulation first circuit and the cooling liquid circulation circuit are provided. The refrigerant circulation first circuit comprises a compressor (1), a refrigerant passage of a condenser (2), a liquid storage and drying tank (3), a first flow control valve (4) and a refrigerant passage of a battery cooler (6) connected in sequence. The cooling liquid circulation circuit comprises a motor cooling circuit, a battery cooling circuit, a warm core circuit, a cold core circuit and a ten-way valve (V). The motor cooling circuit comprises the b port of the ten-way valve (V), a radiator (9), a first cooling liquid three-way pipe (20) and a motor (10) connected in sequence, and the backwater end of the first cooling liquid three-way pipe (20) and the outlet of the motor (10) are connected with the a port and the j port of the ten-way valve (V) respectively. The battery cooling circuit comprises the e port of the ten-way valve (V), a battery water pump (11) and a battery cooling plate (12) connected in sequence, and the outlet of the battery cooling plate (12) is connected with the f port of the ten-way valve (V). The warm core circuit comprises the i port of the ten-way valve (V), a warm core water pump (7), a cooling liquid passage of the condenser (2), a first proportional three-way valve (8) connected in sequence, and the first outlet (8a) and the second outlet (8c) of the first proportional three-way valve (8) are connected with the c port and the g port of the ten-way valve (V) respectively. The cold core circuit comprises the h port of the ten-way valve (V), a second cooling liquid three-way pipe (19), a cold core water pump (13), a cooling liquid passage of the battery cooler (6), a second proportional three-way valve (14), the second outlet (14b) of the second proportional three-way valve (14) and the d port of the ten-way valve (V) connected in sequence, and the first outlet (14a) of the second proportional three-way valve (14) is connected with one end of the second cooling liquid three-way pipe (19). The ten-way valve (V) has first mode to sixth mode. In the first mode, the b port and the c port of the ten-way valve (V) are connected, the e port and the f port of the ten-way valve (V) are connected, and the g port, the j port and the i port of the ten-way valve (V) are connected. In the second mode, the b port and the c port of the ten-way valve (V) are connected, the d port and the e port of the ten-way valve (V) are connected, the g port, the j port and the i port of the ten-way valve (V) are connected, and the f port of the ten-way valve (V) is connected with the e port and the h port respectively. In the third mode, the b port and the d port of the ten-way valve (V) are connected, the e port and the f port of the ten-way valve (V) are connected, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected. In the fourth mode, the a port and the d port of the ten-way valve (V) are connected, the e port and the f port of the ten-way valve (V) are connected, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected. In the fifth mode, the b port and the d port of the ten-way valve (V) are connected, the c port and the e port of the ten-way valve (V) are connected, the f port of the ten-way valve (V) is connected with the e port and the i port respectively, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected. The sixth mode is that the a port and the d port of the ten-way valve (V) are connected, the c port and the e port of the ten-way valve (V) are connected, the f port of the ten-way valve (V) is connected with the e port and the i port respectively, the g port and the i port of the ten-way valve (V) are connected, and the h port and the j port of the ten-way valve (V) are connected.

2. The thermal management system for vehicles according to claim 1, characterized by The vehicle thermal management system further comprises a refrigerant circulation second circuit; The refrigerant circulation second circuit comprises a refrigerant passage of the compressor (1), the second flow control valve (5) and the battery cooler (6) connected in sequence; The compressor (1) is connected with the condenser (2) and the second flow control valve (5) through a first refrigerant three-way pipe (17) respectively; The first flow control valve (4) and the second flow control valve (5) are connected with the battery cooler (6) through a second refrigerant three-way pipe (18).

3. The thermal management system for vehicles according to claim 2, characterized by The vehicle thermal management system further comprises a regenerator; The high-pressure circuit (22a) of the regenerator is arranged between the liquid storage and drying tank (3) and the first flow control valve (4), and the low-pressure circuit (22b) of the regenerator is arranged between the battery cooler (6) and the compressor (1).

4. The thermal management system for vehicles according to claim 1, characterized by The vehicle thermal management system further comprises a water heater (21); The water heater (21) is arranged between the cooling liquid passage of the condenser (2) and the first proportional three-way valve (8).

5. The thermal management system for vehicles according to claim 1, characterized by The vehicle thermal management system further comprises a refrigerant circulation second circuit and a water heater (21'); The refrigerant circulation second circuit comprises a refrigerant passage of the compressor (1), the second flow control valve (5') and the battery cooler (6) connected in sequence; The compressor (1) is connected with the condenser (2) and the second flow control valve (5') through a first refrigerant three-way pipe (17') respectively; The first flow control valve (4) and the second flow control valve (5') are connected with the battery cooler (6) through a second refrigerant three-way pipe (18'); The water heater (21') is arranged between the cooling liquid passage of the condenser (2) and the first proportional three-way valve (8).

6. The thermal management system for vehicles according to claim 2 or 5, characterized by, The first flow control valve (4) and / or the second flow control valve (5) is an electronic expansion valve or a throttling device such as a capillary tube.

7. The thermal management system for vehicles according to claim 1, characterized by The vehicle thermal management system further comprises a warm core (15); The warm core (15) is arranged between the second outlet (8c) of the first proportional three-way valve (8) and the g port of the ten-way valve (V).

8. The thermal management system for vehicles according to claim 1, characterized by The vehicle thermal management system further comprises a cold core (16); The cold core (16) is arranged between the first outlet (14a) of the second proportional three-way valve (14) and one end of the second cooling liquid three-way pipe (19).

9. The thermal management system for vehicles according to claim 1, characterized by The condenser (2) is a water-cooled condenser.

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