A thermal management assembly, a thermal management system, a vehicle

Abstract

The application relates to the technical field of thermal management, and discloses a thermal management assembly, a thermal management system and a vehicle, so as to improve the heat exchange efficiency of the thermal management system. The thermal management assembly comprises a first valve body and a second valve body, the first valve body comprises a first port, a second port and a third port, and the second valve body comprises a first port, a second port, a third port and a fourth port; the first port of the first valve body and the third port of the first valve body are respectively used for being communicated with a battery heat exchange channel, the second port of the first valve body is communicated with the first port of the second valve body, the second port of the second valve body and the third port of the second valve body are respectively used for being communicated with a first channel of a cooler, and the fourth port of the second valve body is communicated with the third port of the first valve body.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority to Chinese Patent Application No. 202210918704.1, filed on August 1, 2022, entitled "A thermal management component, a thermal management system and its control method, and a vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of thermal management technology, and more particularly to a thermal management component, a thermal management system, and a vehicle. Background Technology

[0004] In recent years, environmental pollution and energy shortages have accelerated the development and utilization of green and renewable energy. New energy vehicles, with their advantages of low pollution, low noise, and high energy efficiency, have become a research hotspot in the automotive industry. The thermal management system of new energy vehicles is typically used to achieve cooling / heating functions for the passenger compartment, as well as heat dissipation and waste heat recovery for the battery and power system. Due to the dispersed layout of the vehicle's thermal management system, its heat exchange efficiency is relatively low. Therefore, improving the heat exchange efficiency of the thermal management system is a pressing technical problem that needs to be solved. Summary of the Invention

[0005] This application provides a thermal management component, a thermal management system, and a vehicle for improving the heat exchange efficiency of the thermal management system.

[0006] In a first aspect, this application provides a thermal management component, which may include a first valve body and a second valve body. The first valve body includes a first port, a second port, and a third port. A valve core is disposed within the first valve body, which can be used to connect the first port of the first valve body to the second port of the first valve body, and / or connect the first port of the first valve body to the third port of the first valve body. The second valve body includes a first port, a second port, a third port, and a fourth port. A first conductive element is disposed between the first port and the second port of the second valve body, which can be used to connect or close the first port and the second port of the second valve body. A second conductive element is disposed between the third port and the fourth port of the second valve body, which can be used to connect or close the third port and the fourth port of the second valve body. The first port and the third port of the first valve body are respectively connected to a battery heat exchange passage, the second port of the first valve body is connected to the first port of the second valve body, the second port and the third port of the second valve body are respectively connected to a first passage of a cooler, and the fourth port of the second valve body is connected to the third port of the first valve body.

[0007] In this application, by integrating the first valve body and the second valve body and rationally arranging the connection relationship between the various ports of the first valve body and the second valve body, the problems of dispersed installation positions of components and excessively long connecting pipes in the thermal management system using this thermal management component can be effectively solved, thereby reducing the pressure loss of the heat exchange medium during the circulation process and improving the heat exchange efficiency of the thermal management system.

[0008] In some possible implementations, the second valve body further includes a fifth port and a sixth port. A third conductive element is provided between the fifth port and the third port of the second valve body, which is used to open or close the fifth port and the third port of the second valve body. A fourth conductive element is provided between the sixth port and the second port of the second valve body, which is used to open or close the sixth port and the second port of the second valve body. The fifth port and the sixth port of the second valve body are respectively used to connect with the first passage assembly formed by the radiator heat exchange passage and the electric drive heat exchange passage. By opening the corresponding ports of the second valve body, the first passage of the cooler, the radiator, and the electric drive heat exchange passage can be connected in the same loop to utilize the cooler and / or the radiator to dissipate heat from the electric drive.

[0009] In some possible implementations, a fifth conductive element is provided between the fifth port and the sixth port of the second valve body. This fifth conductive element is used to open or close the fifth port and the sixth port of the second valve body. By opening the corresponding port of the second valve body, the radiator and the electric drive heat exchange path can be connected in the same loop to utilize the radiator for heat dissipation of the electric drive.

[0010] In some possible implementations, the second valve body further includes a seventh port, and a sixth conductive element is provided between the seventh port and the third port of the second valve body. The sixth conductive element is used to open or close the seventh port and the third port of the second valve body. The sixth port and the seventh port of the second valve body are respectively used to connect to the electric drive heat exchange passage. By opening the corresponding ports of the second valve body, the first passage of the cooler and the electric drive heat exchange passage can be connected in the same circuit to utilize the cooler to dissipate heat from the electric drive.

[0011] In some possible implementations, a seventh conductive element is provided between the fourth port and the sixth port of the second valve body. This seventh conductive element is used to open or close the fourth and sixth ports of the second valve body. The sixth and fourth ports of the second valve body are used to connect the electric drive heat exchange passage to the third port of the first valve body. By connecting the corresponding ports of the second and first valve bodies, the radiator, the electric drive heat exchange passage, and the battery heat exchange passage can be connected in the same circuit to utilize the radiator for heat dissipation from the electric drive and battery.

[0012] In some possible implementations, the second valve body further includes an eighth port and a ninth port. An eighth conductive element is provided between the eighth port and the fourth port of the second valve body, which is used to open or close the eighth port and the fourth port of the second valve body. A ninth conductive element is provided between the ninth port and the first port of the second valve body, which is used to open or close the ninth port and the first port of the second valve body. The eighth port and the ninth port of the second valve body are respectively used to connect to the first passage of the first condenser. By connecting the corresponding ports of the second valve body and the first valve body, the first passage of the first condenser and the battery heat exchange passage can be connected in the same circuit to heat the battery using the first condenser.

[0013] In some possible implementations, the first valve body can be disposed between the outlet of the battery heat exchange passage and the first port of the second valve body. In this case, the first port of the first valve body is connected to the outlet of the battery heat exchange passage, the second port of the first valve body is connected to the first port of the second valve body, and the third port of the first valve body is connected to the inlet of the battery heat exchange passage.

[0014] Alternatively, in some other possible implementations, the first valve body may also be disposed between the inlet of the battery heat exchange passage and the fourth port of the second valve body. In this case, the first port of the first valve body is connected to the inlet of the battery heat exchange passage, the second port of the first valve body is connected to the fourth port of the second valve body, and the third port of the first valve body is connected to the outlet of the battery heat exchange passage.

[0015] In some possible implementations, the first and second conductive elements are integrated into one structure, which helps to simplify the overall structure of the second valve body.

[0016] In some other possible implementations, the first and second conductive elements can be independent structures, which helps to simplify the design of the second valve body.

[0017] In some possible implementations, the first valve body can be an electrically operated three-way valve to facilitate control of the connection relationship and flow rate of the various ports of the first valve body.

[0018] Similarly, the second valve body can be an electrically operated nine-way valve to facilitate control of the connection relationship between the various ports of the second valve body.

[0019] Secondly, this application also provides a thermal management system, which may include a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and thermal management components in any possible embodiment of the first aspect. The first condenser has a first passage and a second passage isolated from each other, and the cooler has a first passage and a second passage isolated from each other. The inlet of the first passage of the first condenser is connected to the outlet of the heat exchange passage of the heater core, and the outlet of the first passage of the first condenser is connected to the inlet of the heat exchange passage of the heater core. The inlet of the second passage of the first condenser is connected to the outlet of the compressor, and the outlet of the second passage of the first condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively. The outlet of the first expansion valve is connected to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is connected to the inlet of the compressor via the second passage of the cooler. The inlet of the second passage of the cooler is connected to the second port of the second valve body, and the outlet of the second passage of the cooler is connected to the third port of the second valve body. The first pump is connected to the heat exchange passage of the heater core. The second pump is connected to the heat exchange passage of the battery. The third pump is connected to the heat exchange passage of the electric drive.

[0020] The thermal management system provided in this application highly integrates the compressor, the first condenser, the cooler, and various valves, which can solve the problems of scattered component installation locations and excessively long connecting pipelines in the thermal management system. This can reduce the pressure loss of the heat exchange medium during circulation and improve the heat exchange efficiency of the thermal management system.

[0021] Thirdly, this application also provides a thermal management system, which may include a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and thermal management components in any possible embodiment of the first aspect. The first condenser has a first passage and a second passage isolated from each other, and the cooler has a first passage and a second passage isolated from each other. The outlet of the first passage of the first condenser is connected to the inlet of the heat exchange passage of the heater core, and the inlet of the first passage of the first condenser is connected to the outlet of the heat exchange passage of the heater core. The inlet of the second passage of the first condenser is connected to the outlet of the compressor, and the outlet of the second passage of the first condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively. The outlet of the first expansion valve is connected to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is connected to the inlet of the compressor via the second passage of the cooler. The first pump is connected to the heat exchange passage of the heater core. The second pump is connected to the heat exchange passage of the battery. The third pump is connected to the heat exchange passage of the electric drive.

[0022] The thermal management system provided in this application, by highly integrating the first condenser, cooler, and various valves, solves the problems of dispersed component installation locations and excessively long connecting pipelines in traditional thermal management systems. This reduces pressure loss of the heat exchange medium during circulation and improves the heat exchange efficiency of the thermal management system. Furthermore, decoupling the compressor from the aforementioned components of the thermal management system simplifies the layout of the thermal management system and compressor within the vehicle.

[0023] In some possible implementations, the thermal management system may further include a heater, the inlet of which is connected to the outlet of a first passage of the first condenser, and the outlet of which is connected to the inlet of the heat exchange passage of the warm air core. The heater can be used to heat the heat exchange medium in the corresponding circulation loop, thereby enabling the heating function of the crew compartment.

[0024] In some possible implementations, when the second valve body also includes an eighth port and a ninth port, the heater outlet is also connected to the eighth port of the second valve body, and the inlet of the first passage of the first condenser is also connected to the ninth port of the second valve body. Thus, by connecting the corresponding ports of the second and first valve bodies, the heater can be connected to the battery heat exchange passage in the same circuit to heat the battery using the heater.

[0025] In some possible implementations, the first pump can be located between the outlet of the heater and the inlet of the heat exchange passage of the warm air core to drive the heat exchange medium to circulate in the circuit containing the heater and the warm air core, thereby improving heat exchange efficiency.

[0026] In some possible implementations, the thermal management system further includes a first one-way valve, the inlet of which is connected to the outlet of the heat exchange passage of the warm air core, and the outlet of which is connected to the inlet of a first passage of the first condenser, so as to enable one-way flow between the outlet of the heat exchange passage of the warm air core and the inlet of the first passage of the first condenser.

[0027] In some possible implementations, the second pump can be located between the third port of the first valve body and the inlet of the battery heat exchange passage to drive the heat exchange medium to circulate in each loop of the battery heat exchange passage, thereby improving heat exchange efficiency.

[0028] Alternatively, in some other possible implementations, the second pump can also be located between the outlet of the battery heat exchange passage and the first port of the first valve body, which can also drive the heat exchange medium to circulate in each loop of the battery heat exchange passage.

[0029] In some possible implementations, the thermal management system further includes a first switching valve, a second switching valve, a second check valve, and a third check valve. The first switching valve is located between the compressor outlet and the inlet of the second passage of the first condenser. The second switching valve is located between the compressor outlet and the inlet of the heat exchange passage of the second condenser. The inlet of the second check valve is connected to the outlet of the second passage of the first condenser, and the outlet of the second check valve is connected to the inlets of both the first and second expansion valves. The inlet of the third check valve is connected to the outlet of the heat exchange passage of the second condenser, and the outlet of the second check valve is connected to the inlets of both the first and second expansion valves. In this solution, the second condenser can be used to heat the passenger compartment, which can effectively improve the thermal efficiency of passenger compartment heating, allowing the passenger compartment to heat up quickly, thereby enhancing the user's riding experience.

[0030] In some possible implementations, the thermal management system further includes a first liquid receiver tank located at the outlet of the second passage of the first condenser. The first liquid receiver tank can be used to store excess refrigerant in the second or third circulation loop to meet the refrigerant requirements of the thermal management system under different operating modes, thereby improving the reliability and stability of the thermal management system.

[0031] In some other possible implementations, the thermal management system also includes a gas-liquid separator located at the compressor inlet. The gas-liquid separator separates the liquid refrigerant at the compressor inlet, thereby reducing the amount of liquid refrigerant entering the compressor. It can also store excess refrigerant to meet the refrigerant requirements of the thermal management system under different operating modes, improving the reliability and stability of the thermal management system.

[0032] Fourthly, this application further provides a thermal management component, which may include a first valve body and a second valve body. The first valve body includes a first port, a second port, and a third port. A valve core is disposed within the first valve body, which can be used to connect the first port of the first valve body to the second port of the first valve body, and / or connect the first port of the first valve body to the third port of the first valve body. The second valve body includes a first port, a second port, a third port, and a fourth port. A first conductive element is disposed between the first port and the second port of the second valve body, which can be used to connect or close the first port and the second port of the second valve body. A second conductive element is disposed between the third port and the fourth port of the second valve body, which can be used to connect or close the third port and the fourth port of the second valve body. The first port of the first valve body is connected to the outlet of the heat exchange passage of the heater core, the second port of the first valve body is connected to the inlet of the first passage of the condenser, and the third port of the first valve body is connected to the inlet of the battery heat exchange passage; the first port of the second valve body is connected to the inlet of the heat exchange passage of the heater core, the second port of the second valve body is connected to the outlet of the first passage of the condenser, the third port of the second valve body is connected to the outlet of the battery heat exchange passage, and the fourth port of the second valve body is connected to the second port and the third port of the first valve body respectively.

[0033] In this application, by integrating the first valve body and the second valve body and rationally arranging the connection relationship between the various ports of the first valve body and the second valve body, the problems of dispersed installation positions of components and excessively long connecting pipes in the thermal management system using this thermal management component can be effectively solved, thereby reducing the pressure loss of the heat exchange medium during the circulation process and improving the heat exchange efficiency of the thermal management system.

[0034] In some possible implementations, the second valve body further includes a fifth port and a sixth port. A third conductive element is provided between the fifth port and the third port of the second valve body, which is used to open or close the fifth port and the third port of the second valve body. A fourth conductive element is provided between the sixth port and the fourth port of the second valve body, which is used to open or close the sixth port and the fourth port of the second valve body. The fifth port and the sixth port of the second valve body are respectively used to communicate with the first passage of the cooler.

[0035] By opening the corresponding port of the second valve body, the first passage of the cooler and the battery heat exchange passage can be connected in the same circuit to utilize the cooler to dissipate heat from the battery.

[0036] In some possible implementations, the second valve body further includes a seventh port and an eighth port. A fifth conductive element is provided between the seventh port and the sixth port of the second valve body. The fifth conductive element is used to open or close the seventh port and the sixth port of the second valve body. A sixth conductive element is provided between the eighth port and the fifth port of the second valve body. The sixth conductive element is used to open or close the eighth port and the fifth port of the second valve body. The seventh port and the eighth port of the second valve body are respectively used to connect with the first passage assembly formed by the radiator heat exchange passage and the electric drive heat exchange passage.

[0037] By opening the corresponding port of the second valve body, the first passage of the cooler, the radiator and the electric drive heat exchange passage can be connected in the same circuit to dissipate heat from the electric drive using the cooler and / or radiator.

[0038] In some possible implementations, a seventh conductive element is provided between the seventh port and the eighth port of the second valve body. This seventh conductive element is used to open or close the seventh port and the eighth port of the second valve body. By opening the corresponding port of the second valve body, the radiator and the electric drive heat exchange path can be connected in the same loop to utilize the radiator for heat dissipation of the electric drive.

[0039] In some possible implementations, a seventh conductive element is provided between the fourth port and the eighth port of the second valve body. This seventh conductive element is used to open or close the fourth and eighth ports of the second valve body. The fourth and eighth ports of the second valve body are used to connect the electric drive heat exchange path and the battery heat exchange path. By opening the corresponding ports of the second valve body, the radiator, the electric drive heat exchange path, and the battery heat exchange path can be connected in the same circuit to utilize the radiator for heat dissipation from the electric drive and battery.

[0040] In some possible implementations, the second valve body further includes a ninth port, and an eighth conductive element is provided between the ninth port and the sixth port of the second valve body. The eighth conductive element is used to open or close the ninth port and the sixth port of the second valve body. The ninth port and the eighth port of the second valve body are respectively used to connect the electric drive heat exchange path. By opening the corresponding ports of the second valve body, the first path of the cooler and the electric drive heat exchange path can be connected in the same circuit to utilize the cooler to dissipate heat from the electric drive.

[0041] In some possible implementations, the first and second conductive elements are integrated into one structure, which helps to simplify the overall structure of the second valve body.

[0042] In some other possible implementations, the first and second conductive elements can be independent structures, which helps to simplify the design of the second valve body.

[0043] In some possible implementations, the first valve body can be an electrically operated three-way valve to facilitate control of the connection relationship and flow rate of the various ports of the first valve body.

[0044] Similarly, the second valve body can be an electrically operated nine-way valve to facilitate control of the connection relationship between the various ports of the second valve body.

[0045] Fifthly, this application also provides a thermal management system, which may include a compressor, a condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and thermal management components in any possible embodiment of the fourth aspect above. The condenser has a first passage and a second passage isolated from each other, and the cooler has a first passage and a second passage isolated from each other. The inlet of the first passage of the condenser is connected to the second port of the first valve body, and the outlet of the first passage of the condenser is connected to the second port of the second valve body. The inlet of the second passage of the condenser is connected to the outlet of the compressor, and the outlet of the second passage of the condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively. The outlet of the first expansion valve is used to connect to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is used to connect to the inlet of the compressor via the second passage of the cooler. The first pump is used to connect to the heat exchange passage of the heater core. The second pump is used to connect to the heat exchange passage of the battery. The third pump is used to connect to the heat exchange passage of the electric drive.

[0046] The thermal management system provided in this application highly integrates compressors, condensers, coolers, and various valves, which can solve the problems of scattered component installation locations and excessively long connecting pipelines in thermal management systems. This can reduce the pressure loss of the heat exchange medium during circulation and improve the heat exchange efficiency of the thermal management system.

[0047] Sixthly, this application also provides a thermal management system, which may include a condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and thermal management components in any possible embodiment of the fourth aspect above. The condenser has a first passage and a second passage isolated from each other, and the cooler has a first passage and a second passage isolated from each other. The inlet of the first passage of the condenser is connected to the second port of the first valve body, and the outlet of the first passage of the condenser is connected to the second port of the second valve body. The inlet of the second passage of the condenser is connected to the outlet of the compressor, and the outlet of the second passage of the condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively. The outlet of the first expansion valve is used to connect to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is used to connect to the inlet of the compressor via the second passage of the cooler. The first pump is used to connect to the heat exchange passage of the heater core. The second pump is used to connect to the heat exchange passage of the battery. The third pump is used to connect to the heat exchange passage of the electric drive.

[0048] The thermal management system provided in this application, by highly integrating the first condenser, cooler, and various valves, solves the problems of dispersed component installation locations and excessively long connecting pipelines in traditional thermal management systems. This reduces pressure loss of the heat exchange medium during circulation and improves the heat exchange efficiency of the thermal management system. Furthermore, decoupling the compressor from the aforementioned components of the thermal management system simplifies the layout of the thermal management system and compressor within the vehicle.

[0049] In some possible implementations, the thermal management system further includes a heater, the inlet of which is connected to the first port of the second valve body, and the outlet of which is connected to the inlet of the heat exchange passage of the warm air core. The heater can be used to heat the heat exchange medium in the corresponding circulation loop, thereby enabling the heating function of the passenger compartment.

[0050] In some possible implementations, the thermal management system also includes a one-way valve, the inlet of which is connected to the fourth port of the second valve body, and the outlet of which is connected to the second port of the first valve body, so as to enable one-way flow between the fourth port of the second valve body and the second port of the first valve body.

[0051] In some possible implementations, the first pump can be located between the first port of the second valve body and the inlet of the heat exchange passage of the heating core to drive the heat exchange medium to circulate in the circuit where the heating core is located, thereby improving the heat exchange efficiency.

[0052] In some other possible implementations, the first pump can also be located between the second port of the first valve body and the inlet of the first passage of the condenser, which can also drive the heat exchange medium to circulate in the circuit where the warm air core is located.

[0053] In some possible implementations, the second pump can be located between the fourth port of the second valve body and the inlet of the battery heat exchange passage to drive the heat exchange medium to circulate in each loop of the battery heat exchange passage, thereby improving heat exchange efficiency.

[0054] In some other possible implementations, the second pump can also be located between the outlet of the battery heat exchange passage and the third port of the second valve body, which can also drive the heat exchange medium to circulate in each loop of the battery heat exchange passage.

[0055] In some possible implementations, when the second valve body includes a seventh port and an eighth port, the seventh port of the second valve body is used to communicate with the inlet of the radiator, the inlet of the third pump is used to communicate with the outlet of the radiator, the outlet of the third pump is used to communicate with the inlet of the electric drive heat exchange passage, and the eighth port of the second valve body is used to communicate with the outlet of the electric drive heat exchange passage. The third pump drives the heat exchange medium to circulate in the loop containing the electric drive heat exchange passage, thereby improving heat exchange efficiency.

[0056] In some possible implementations, when the second valve body includes a ninth port, the ninth port of the second valve body is connected to the inlet of the third pump. With this design, the third pump can exist in the loop formed by connecting the first passage of the cooler, the radiator, and the electric drive heat exchange passage; it can also exist in the loop formed by connecting the first passage of the cooler and the electric drive heat exchange passage; and it can also exist in the loop formed by connecting the radiator and the electric drive heat exchange passage, thereby enabling the third pump to function in each loop and improving its utilization rate.

[0057] In some possible implementations, the thermal management system further includes a first liquid receiver located at the outlet of the second passage of the condenser. The first liquid receiver can be used to store excess refrigerant in the second or third circulation loop to meet the refrigerant requirements of the thermal management system under different operating modes, thereby improving the reliability and stability of the thermal management system.

[0058] In some other possible implementations, the thermal management system also includes a gas-liquid separator located at the compressor inlet. The gas-liquid separator separates the liquid refrigerant at the compressor inlet, thereby reducing the amount of liquid refrigerant entering the compressor. It can also store excess refrigerant to meet the refrigerant requirements of the thermal management system under different operating modes, improving the reliability and stability of the thermal management system.

[0059] Seventhly, this application also provides a vehicle that may include a passenger compartment, a battery, an electric drive, and a thermal management system in any of the possible implementations of the second, third, fifth, and sixth aspects mentioned above. The thermal management system can be used to perform thermal management on the passenger compartment, the battery, and the electric drive to ensure that the temperature of the controlled objects such as the passenger compartment, the battery, and the electric drive is within a target range, thereby improving passenger comfort and vehicle operation safety. Attached Figure Description

[0060] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0061] Figure 2 This is a schematic diagram illustrating the connection method of a thermal management system in a vehicle, as provided in an embodiment of this application.

[0062] Figure 3 for Figure 2 A schematic diagram of a thermal management system shown in the figure;

[0063] Figure 4 for Figure 2 A schematic diagram of a thermal management system shown in the figure;

[0064] Figure 5 for Figure 2 The diagram shown illustrates the thermal management system operating in a simultaneous cooling mode for the crew cabin and battery.

[0065] Figure 6 for Figure 2 The diagram shown illustrates the thermal management system operating in a crew cabin-only cooling mode.

[0066] Figure 7 for Figure 2 The diagram shown illustrates the thermal management system operating in battery-only cooling mode.

[0067] Figure 8 for Figure 2 The diagram shown illustrates the thermal management system operating in battery natural cooling mode.

[0068] Figure 9 for Figure 2 The diagram shown illustrates the thermal management system operating in electric drive natural cooling mode.

[0069] Figure 10 for Figure 2 The diagram shown illustrates the thermal management system operating in a simultaneous heating mode for the crew cabin and the battery.

[0070] Figure 11 for Figure 2 Another schematic diagram of the thermal management system shown is operating in a mode where the crew cabin and battery are heated simultaneously.

[0071] Figure 12 for Figure 2 The diagram shown illustrates the thermal management system operating in crew cabin-only heating mode.

[0072] Figure 13 for Figure 2 The diagram shown illustrates the thermal management system operating in battery-only heating mode.

[0073] Figure 14 for Figure 2 The diagram shown illustrates the thermal management system operating in heating and dehumidification mode.

[0074] Figure 15 for Figure 2 Another schematic diagram of the thermal management system shown in heating and dehumidification mode;

[0075] Figure 16 A schematic diagram illustrating another connection method of a thermal management system in a vehicle, as provided in an embodiment of this application;

[0076] Figure 17 for Figure 16A schematic diagram of a thermal management system shown in the figure;

[0077] Figure 18 for Figure 16 Another structural diagram of the thermal management system shown;

[0078] Figure 19 A schematic diagram illustrating another connection method of a thermal management system in a vehicle, as provided in an embodiment of this application;

[0079] Figure 20 for Figure 19 A schematic diagram of a thermal management system shown in the figure;

[0080] Figure 21 for Figure 19 Another structural diagram of the thermal management system shown;

[0081] Figure 22 A schematic diagram illustrating another connection method of a thermal management system in a vehicle, as provided in an embodiment of this application;

[0082] Figure 23 for Figure 22 A schematic diagram of a thermal management system shown in the figure;

[0083] Figure 24 for Figure 22 A schematic diagram of a thermal management system shown in the figure;

[0084] Figure 25 for Figure 22 The diagram shown illustrates the thermal management system operating in a simultaneous cooling mode for the crew cabin and battery.

[0085] Figure 26 for Figure 22 The diagram shown illustrates the thermal management system operating in a crew cabin-only cooling mode.

[0086] Figure 27 for Figure 22 The diagram shown illustrates the thermal management system operating in battery-only cooling mode.

[0087] Figure 28 for Figure 22 The diagram shown illustrates the thermal management system operating in battery natural cooling mode.

[0088] Figure 29 for Figure 22 The diagram shown illustrates the thermal management system operating in electric drive natural cooling mode.

[0089] Figure 30 for Figure 22 The diagram shown illustrates the thermal management system operating in a simultaneous heating mode for the crew cabin and the battery.

[0090] Figure 31 for Figure 22 Another schematic diagram of the thermal management system shown is operating in a mode where the crew cabin and battery are heated simultaneously.

[0091] Figure 32 for Figure 22 Another schematic diagram of the thermal management system shown is operating in a mode where the crew cabin and battery are heated simultaneously.

[0092] Figure 33 for Figure 22 The diagram shown illustrates the thermal management system operating in a crew cabin-only heating mode.

[0093] Figure 34 for Figure 22 Another schematic diagram of the thermal management system shown is operating in crew cabin-only heating mode;

[0094] Figure 35 for Figure 22 The diagram shown illustrates the thermal management system operating in battery-only heating mode.

[0095] Figure 36 for Figure 22 The diagram shown illustrates the thermal management system operating in heating and dehumidification mode.

[0096] Figure 37 for Figure 22 Another schematic diagram of the thermal management system shown in heating and dehumidification mode;

[0097] Figure 38 for Figure 22 Another schematic diagram of the thermal management system shown in heating and dehumidification mode;

[0098] Figure 39 A schematic diagram illustrating another connection method of a thermal management system in a vehicle, as provided in an embodiment of this application;

[0099] Figure 40 for Figure 39 A schematic diagram of a thermal management system shown in the figure;

[0100] Figure 41 for Figure 39 A schematic diagram of a thermal management system shown in the figure;

[0101] Figure 42 for Figure 39 The diagram shown illustrates the thermal management system operating in a simultaneous cooling mode for the crew cabin and battery.

[0102] Figure 43 for Figure 39The diagram shown illustrates the thermal management system operating in a crew cabin-only cooling mode.

[0103] Figure 44 for Figure 39 The diagram shown illustrates the thermal management system operating in battery-only cooling mode.

[0104] Figure 45 for Figure 39 The diagram shown illustrates the thermal management system operating in battery natural cooling mode.

[0105] Figure 46 for Figure 39 The diagram shown illustrates the thermal management system operating in electric drive natural cooling mode.

[0106] Figure 47 for Figure 39 The diagram shown illustrates the thermal management system operating in a simultaneous heating mode for the crew cabin and the battery.

[0107] Figure 48 for Figure 39 Another schematic diagram of the thermal management system shown is operating in a mode where the crew cabin and battery are heated simultaneously.

[0108] Figure 49 for Figure 39 The diagram shown illustrates the thermal management system operating in crew cabin-only heating mode.

[0109] Figure 50 for Figure 39 The diagram shown illustrates the thermal management system operating in battery-only heating mode.

[0110] Figure 51 for Figure 39 The diagram shown illustrates the thermal management system operating in heating and dehumidification mode.

[0111] Figure 52 for Figure 39 Another schematic diagram of the thermal management system shown in heating and dehumidification mode;

[0112] Figure 53 A schematic diagram illustrating another connection method of a thermal management system in a vehicle, as provided in an embodiment of this application;

[0113] Figure 54 for Figure 53 A schematic diagram of a thermal management system shown in the figure;

[0114] Figure 55 for Figure 53 The diagram shows another structural schematic of the thermal management system. Detailed Implementation

[0115] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein. The same reference numerals in the figures denote the same or similar structures, and therefore repeated descriptions of them will be omitted. The terms expressing position and direction described in the embodiments of this application are illustrative based on the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of this application. The accompanying drawings of the embodiments of this application are for illustrating relative positional relationships only and do not represent actual scale.

[0116] It should be noted that specific details are set forth in the following description to facilitate understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0117] In recent years, environmental pollution and energy shortages have accelerated the development and utilization of green and renewable energy. Developing new energy vehicles, represented by electric vehicles and hybrid vehicles, is a crucial measure for achieving energy conservation, emission reduction, and pollution control. Electric vehicles, by replacing internal combustion engines with electric motors, not only achieve zero emissions, low noise, and no pollution, but also significantly conserve dwindling petroleum resources. Hybrid vehicles, on the other hand, utilize both electric motors and internal combustion engines for power, combining the advantages of long driving range and high performance of engine-driven vehicles with the benefits of low noise and zero pollution from electric motors. With the increasing maturity and development of power battery technology, electric vehicles and hybrid vehicles are destined to become the main trend in the future development of the automotive industry.

[0118] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application. (Reference) Figure 1 As shown, the vehicle may include, but is not limited to, an electric vehicle or a hybrid vehicle. The vehicle may include a passenger compartment 1, a battery 2, an electric drive 3, and drive wheels 4. The battery 2 can serve as the power source of the vehicle, providing electrical energy to the electric drive 3. The electric drive 3 is connected to the drive wheels 4 and can be used to convert the electrical energy of the battery 2 into driving force and transmit it to the drive wheels 4 to drive the vehicle.

[0119] In this embodiment of the application, a thermal management system may also be provided in the vehicle. The thermal management system can be used to regulate the temperature of the passenger compartment 1, battery 2 and electric drive 3 of the vehicle, so as to keep the temperature of the controlled objects such as passenger compartment 1, battery 2 and electric drive 3 within the target range, thereby improving the passenger comfort and the vehicle's operational safety.

[0120] Figure 2This is a schematic diagram illustrating the connection method of a thermal management system 5 in a vehicle, as provided in an embodiment of this application. (Reference) Figure 2 As shown in this embodiment, an air supply duct may be provided in the passenger compartment. The air inlet side of the air supply duct may be connected to the air inlet of the passenger compartment, and the air outlet side may be connected to the air outlet of the passenger compartment. An evaporator and a heater core may be provided in the air supply duct. The evaporator and the heater core each have a heat exchange path. The thermal management system can use the heat exchange path of the evaporator to cool the air flowing over the surface of the evaporator to achieve cooling of the passenger compartment. The thermal management system can also use the heat exchange path of the heater core to heat the air flowing over the surface of the heater core to achieve heating of the passenger compartment. In a specific implementation, the evaporator may be located upstream of the heater core, or it can be understood that the evaporator is located on the side of the heater core away from the air outlet of the passenger compartment.

[0121] In one possible implementation, the air inlet side of the air supply duct can also be connected to the outside of the passenger compartment via an external air inlet, allowing fresh air from outside to be supplied into the air supply duct. Specifically, a first damper can be installed at the external air inlet, a second damper at the passenger compartment air inlet, and a third damper at the passenger compartment air outlet. When the first and third dampers are open and the second damper is closed, fresh air from outside can be introduced into the passenger compartment, achieving a fresh air function; when the first damper is closed and the second and third dampers are open, air circulation within the passenger compartment can be achieved.

[0122] In addition, a flow guiding component may be provided within the air supply duct. This flow guiding component has at least a first reverse flow state and a second flow channel state. When the flow guiding component is in the first flow guiding state, it can be used to guide the airflow on the air inlet side of the air supply duct to bypass the heater core and reach the air outlet of the passenger compartment. When the flow guiding component is in the second flow guiding state, it can be used to guide the airflow in the air supply duct to pass sequentially through the evaporator and the heater core before reaching the air outlet of the passenger compartment. Exemplarily, the flow guiding component includes, but is not limited to, a bypass valve, a baffle, or a flow deflector. The structures of the flow guiding component and the aforementioned air dampers are all well-known and commonly used technologies in the art, so their specific configurations will not be described in detail.

[0123] Optionally, a fan can also be installed in the air supply duct. The fan can be installed on the air inlet side or the air outlet side of the air supply duct to deliver the air in the air supply duct to the air outlet of the passenger compartment, thereby improving the cooling or heating efficiency of the passenger compartment.

[0124] In one possible implementation, both the battery and the electric drive system have heat exchange pathways. The thermal management system 5 can utilize the battery heat exchange pathway to heat or dissipate heat, and can utilize the electric drive heat exchange pathway to dissipate heat. Furthermore, the vehicle may be equipped with a radiator, which also has heat exchange pathways connected to the electric drive heat dissipation pathways. The radiator can dissipate heat for the electric drive independently, or it can work together with the thermal management system 5 to dissipate heat for the electric drive. For example, this radiator can be an air-cooled radiator.

[0125] Figure 3 for Figure 2 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 2 and Figure 3 As shown in the embodiments of this application, the thermal management system may include a thermal management component, a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump. The first condenser and the cooler may each be a dual-flow heat exchanger, such as a plate heat exchanger. The first condenser may include a first passage and a second passage, which are isolated from each other but capable of heat exchange. The cooler may also include a first passage and a second passage, which are isolated from each other but capable of heat exchange. The thermal management component can be used to connect the various components of the thermal management system, as well as the evaporator, heater core, electric drive heat dissipation passage, battery heat exchange passage, radiator, etc., in the vehicle, to enable the thermal management system to achieve multiple operating modes and meet the cooling or heating needs of the passenger compartment, battery, and electric drive.

[0126] In some possible implementations, the outlet of the first passage of the first condenser can be connected to the inlet of the heat exchange passage of the warm air core, and the outlet of the heat exchange passage of the warm air core is connected to the inlet of the first passage of the first condenser. In this case, the first passage of the first condenser and the warm air core can be connected to form a first circulation loop. A first pump can be disposed in this first circulation loop, for example, between the outlet of the first passage of the first condenser and the inlet of the heat exchange passage of the warm air core, to drive the heat exchange medium to circulate in the first circulation loop. For example, the heat exchange medium in the first circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0127] The compressor outlet can be connected to the inlet of the second passage of the first condenser. The outlet of the second passage of the first condenser is connected to the inlet of the vehicle's evaporator heat exchange passage via the first expansion valve. The evaporator outlet is connected to the compressor inlet. Thus, the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator can be sequentially connected to form a second circulation loop. Additionally, the outlet of the second passage of the first condenser can also be connected to the inlet of the second passage of the cooler via the second expansion valve. The outlet of the second passage of the cooler can then be connected to the compressor inlet. Therefore, the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler can be sequentially connected to form a third circulation loop. For example, the heat exchange medium in the second and third circulation loops can be a refrigerant, such as R134a, R1234yf, or R744.

[0128] In some embodiments, the thermal management system may further include a first liquid receiver, which may be located at the outlet of the second passage of the first condenser and may be assembled with the first condenser into an integral structure. The first liquid receiver can be used to store excess refrigerant in the second or third circulation loop to meet the refrigerant requirements of the thermal management system under different operating modes, thereby ensuring that the refrigerant in the second and / or third circulation loops is always at an optimal flow rate, and improving the reliability and stability of the thermal management system.

[0129] Please continue to refer to this. Figure 2 and Figure 3 The thermal management component may include a first valve body and a second valve body. The first valve body may include a first port a1, a second port a2, and a third port a3, and a valve core is disposed within the first valve body. This valve core can be used to connect the first port a1 to the second port a2, or connect the first port a1 to the third port a3, or simultaneously connect the first port a1 to both the first and second ports a2 and a3. The second valve body may include a first port b1, a second port b2, a third port b3, and a fourth port b4. A first conductive element is disposed between the first port b1 and the second port b2 of the second valve body, which can be used to connect or close the first port b1 to the second port b2. A second conductive element is disposed between the third port b3 and the fourth port b4 of the second valve body, which can be used to connect or close the third port b3 to the fourth port b4.

[0130] In this embodiment, the first port a1 and the third port a3 of the first valve body can be connected to the battery heat exchange passage, the second port a2 of the first valve body can be connected to the first port b1 of the second valve body; the second port b2 and the third port b3 of the second valve body can be connected to the first passage of the cooler, and the fourth port b4 of the second valve body can be connected to the third port a3 of the first valve body.

[0131] For example, in some possible implementations, the first valve body can be positioned between the outlet of the battery heat exchange passage and the first port b1 of the second valve body. In this case, the first port a1 of the first valve body is connected to the outlet of the battery heat exchange passage, the second port a2 of the first valve body is connected to the first port b1 of the second valve body, and the third port a3 of the first valve body is connected to the inlet of the battery heat exchange passage. Thus, when the first port a1 and the third port a3 of the first valve body are connected, the inlet and outlet of the battery heat exchange passage can be connected through the first port a1 and the third port a3 of the first valve body to form a fourth circulation loop. The second pump can be positioned in this fourth circulation loop, for example, between the third port a3 of the first valve body and the inlet of the battery heat exchange passage, or between the first port a1 of the first valve body and the outlet of the battery heat exchange passage, to drive the heat exchange medium to circulate in the fourth circulation loop. Exemplarily, the heat exchange medium in the fourth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0132] Furthermore, based on the connectivity between the fourth port b4 of the second valve body and the third port a3 of the first valve body, the fourth port b4 of the second valve body is also interconnected with the inlet of the battery heat exchange passage. For example, the third port a3 of the first valve body and the fourth port b4 of the second valve body can converge at node P1 via a pipeline, and node P1 is connected to the inlet of the battery heat exchange passage. The second port b2 of the second valve body can be connected to the inlet of the first passage of the cooler, and the third port b3 of the second valve body can be connected to the outlet of the first passage of the cooler.

[0133] When the first conductive element connects the first port b1 of the second valve body to the second port b2 of the second valve body, and the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, and the first port a1 of the first valve body is connected to the second port a2 of the first valve body, the first passage of the cooler, the second pump, and the battery heat exchange passage can be connected to form a fifth circulation loop. The second pump can drive the heat exchange medium to circulate in the fifth circulation loop. For example, the heat exchange medium in the fifth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0134] Please continue to refer to this. Figure 2 and Figure 3The second valve body may further include a fifth port b5 and a sixth port b6. A third conductive element is provided between the fifth port b5 and the third port b3 of the second valve body, which can be used to connect or close the fifth port b5 and the third port b3 of the second valve body. A fourth conductive element may be provided between the sixth port b6 and the second port b2 of the second valve body, which can be used to connect or close the sixth port b6 and the second port b2 of the second valve body. In a specific implementation, the fifth port b5 and the sixth port b6 of the second valve body may be connected to a first passage component, which may include a radiator heat exchange passage, an electric drive heat exchange passage, and a pipe connecting the outlet of the radiator heat exchange passage and the inlet of the electric drive heat exchange passage. For example, the fifth port b5 of the second valve body may be connected to the inlet of the radiator heat exchange passage, and the sixth port b6 of the second valve body may be connected to the outlet of the electric drive heat exchange passage.

[0135] When the third conductive element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, and the fourth conductive element connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, the fifth port b5 of the second valve body can be connected to the outlet of the first passage of the cooler through the third port b3 of the second valve body, and the sixth port b6 of the second valve body can be connected to the inlet of the first passage of the cooler through the second port b2 of the second valve body. At this time, the first passage of the cooler, the radiator, and the electric drive heat dissipation passage can be connected through the corresponding ports of the second valve body to form a sixth circulation loop. A third pump can be installed in this sixth circulation loop. For example, the third pump can be connected between the outlet of the radiator heat exchange passage and the inlet of the electric drive heat exchange passage to drive the heat exchange medium to circulate in the sixth circulation loop. For example, the heat exchange medium in the sixth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0136] In some possible embodiments, a fifth conductive element may be provided between the fifth port b5 and the sixth port b6 of the second valve body. This fifth conductive element can be used to connect or close the fifth port b5 and the sixth port b6 of the second valve body. It is readily understood that when the fifth conductive element connects the fifth port b5 and the sixth port b6 of the second valve body, the inlet of the radiator heat exchange passage and the outlet of the electric drive heat exchange passage can be directly connected. In this case, the radiator, the third pump, and the electric drive heat exchange circuit can be connected through the corresponding ports of the second valve body to form a seventh circulation loop. The third pump can drive the heat exchange medium to circulate in the seventh circulation loop. For example, the heat exchange medium in the seventh circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0137] Please continue to refer to this. Figure 2 and Figure 3The second valve body may further include a seventh port b7. A sixth conductive element may be provided between the seventh port b7 and the third port b3 of the second valve body. This sixth conductive element can be used to connect or close the seventh port b7 and the third port b3 of the second valve body. The sixth port b6 and the seventh port b7 of the second valve body may be connected to the electric drive heat exchange passage, respectively. As mentioned above, the sixth port b6 of the second valve body may be connected to the outlet of the electric drive heat exchange passage, and the seventh port b7 of the second valve body may be connected to the inlet of the electric drive heat exchange passage.

[0138] When the sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body, and the fourth conductive element connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, the seventh port b7 of the second valve body can be connected to the outlet of the first passage of the cooler through the third port b3 of the second valve body, and the sixth port b6 of the second valve body can be connected to the inlet of the first passage of the cooler through the second port b2 of the second valve body. At this time, the first passage of the cooler and the electric drive heat exchange passage can be connected to form an eighth circulation loop. For example, the heat exchange medium in the eighth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0139] In some possible implementations, the inlet of the third pump can be connected to either the outlet of the radiator heat exchange passage or the seventh port b7 of the second valve body. That is, the third pump can also be located in the eighth circulation loop to drive the heat exchange medium to circulate within the eighth circulation loop. For example, the seventh port b7 of the second valve body and the outlet of the radiator heat exchange passage can converge at node P2 via a pipeline. Node P2 is connected to the inlet of the electric drive heat exchange passage, and the third pump is positioned between node P2 and the electric drive heat exchange passage.

[0140] In some possible embodiments, a seventh conductive element may be provided between the fourth port b4 and the sixth port b6 of the second valve body. This seventh conductive element can be used to connect or close the fourth port b4 and the sixth port b6 of the second valve body. Based on the connection relationship between the sixth port b6 of the second valve body and the electric drive heat exchange passage, and the connection relationship between the fourth port b4 of the second valve body and the third port b3 of the first valve body, when the seventh conductive element connects the sixth port b6 and the fourth port b4 of the second valve body, the electric drive heat exchange passage can be connected to the third port a3 of the first valve body using the sixth port b6 and the fourth port b4 of the second valve body. Furthermore, the electric drive heat exchange passage can be connected to the battery heat exchange passage.

[0141] With the seventh conductor connecting the sixth port b6 of the second valve body to the fourth port b4 of the second valve body, when the first conductor connects the first port b1 of the second valve body to the second port b2 of the second valve body, and the third conductor connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the radiator heat exchange path, the electric drive heat exchange path, the battery heat exchange path, and the first path of the cooler can be connected to form a loop, which can be connected through the corresponding ports of the second valve body to form a ninth circulation loop. It can be seen that both the second pump and the third pump are located in this ninth circulation loop. When the ninth circulation loop is running, both the second pump and the third pump can be in the open state, and both of them jointly drive the heat exchange medium to circulate in the ninth circulation loop. Alternatively, the heat exchange medium can be driven to circulate in the ninth circulation loop by turning on one of the second pump and the third pump. The specific settings can be configured according to the heat dissipation requirements of the electric drive and the battery.

[0142] Please continue to refer to this. Figure 2 and Figure 3 The second valve body may further include an eighth port b8 and a ninth port b9. An eighth conductive element is provided between the eighth port b8 and the fourth port b4 of the second valve body, which can be used to connect or close the eighth port b8 and the fourth port b4 of the second valve body. A ninth conductive element is provided between the ninth port b9 and the first port b1 of the second valve body, which can be used to connect or close the ninth port b9 and the first port b1 of the second valve body. In a specific implementation, the eighth port b8 and the ninth port b9 of the second valve body can be connected to the first passage of the first condenser, respectively. For example, the eighth port b8 of the second valve body can be connected to the outlet of the first passage of the first condenser, and the ninth port b9 of the second valve body can be connected to the inlet of the first passage of the first condenser.

[0143] Furthermore, as mentioned earlier, the outlet of the first passage of the first condenser and the inlet of the heat exchange passage of the warm air core are also interconnected. In a specific design, the inlet of the warm air core and the eighth port b8 of the second valve body can be connected to node P3 via a pipeline, and node P3 can be connected to the outlet of the first passage of the first condenser. For example, node P3 can be located between the outlet of the first passage of the first condenser and the inlet of the first pump. Similarly, since the inlet of the first passage of the first condenser and the outlet of the warm air core are also interconnected, in a specific design, the outlet of the warm air core and the ninth port b9 of the second valve body can be connected to node P4 via a pipeline, and node P4 can be connected to the inlet of the first passage of the first condenser.

[0144] When the eighth conductor connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body, and the ninth conductor connects the ninth port b9 of the second valve body to the first port b1 of the second valve body, based on the connection between the fourth port b4 of the second valve body and the third port a3 of the first valve body, and the connection between the first port b1 of the second valve body and the second port a2 of the first valve body, the outlet of the first passage of the first condenser can be connected to the third port a3 of the first valve body, and the inlet of the first condenser can be connected to the second port a2 of the first valve body. Further, when the first port a1 and the second port a2 of the first valve body are connected, the outlet of the first passage of the first condenser can be connected to the inlet of the battery heat exchange passage via node P1, and the inlet of the first passage of the first condenser can be connected to the outlet of the battery heat exchange passage. At this time, the first passage of the first condenser, the second pump, and the battery heat exchange passage can be connected to form a tenth circulation loop, and the second pump can drive the heat exchange medium to circulate in the tenth circulation loop. For example, the heat exchange medium in the tenth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0145] To prevent the coolant in the tenth circulation loop from flowing back to the heater core at node P4, a first one-way valve can be installed between the outlet of the heater core heat exchange passage and node P4. The inlet of the first one-way valve is connected to the outlet of the heater core heat exchange passage, and the outlet of the first one-way valve is connected to node P4. Alternatively, the outlet of the first one-way valve can be understood as being connected to the inlet of the first passage of the first condenser, thereby ensuring one-way communication between the outlet of the heater core heat exchange passage and the inlet of the first passage of the first condenser.

[0146] Additionally, in some possible implementations, the thermal management system may further include a heater connected between the outlet of the first passage of the first condenser and node P3. In this case, the heater inlet may be connected to the outlet of the first passage of the first condenser, and the heater outlet may be connected to the inlet of the warm air core and the eighth port of the second valve body, respectively. It is readily understood that this heater exists in both the first and tenth circulation loops.

[0147] Please continue to refer to this. Figure 2 and Figure 3In some possible implementations, a tenth conductive element is provided between the fifth port b5 and the eighth port b8 of the second valve body, which can be used to connect or close the fifth port b5 and the eighth port b8 of the second valve body; an eleventh conductive element is provided between the sixth port b6 and the ninth port b9 of the second valve body, which can be used to connect or close the sixth port b6 and the ninth port b9 of the second valve body; and a twelfth conductive element is provided between the seventh port b7 and the eighth port b8 of the second valve body, which can be used to connect or close the seventh port b7 and the eighth port b8 of the second valve body.

[0148] When the tenth connecting element connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body, and the eleventh connecting element connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body, node P3 is connected to the inlet of the radiator heat exchange passage through the eighth port b8 and the fifth port b5 of the second valve body, and node P4 is connected to the outlet of the electric drive heat exchange passage through the ninth port b9 and the sixth port b6 of the second valve body. At this time, the first passage of the first condenser, the heater, the radiator, the third pump, and the electric drive heat exchange passage can be connected through the corresponding ports of the second valve body to form an eleventh circulation loop. The third pump can drive the heat exchange medium to circulate in the eleventh circulation loop. For example, the heat exchange medium in the eleventh circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0149] In some possible implementations, the vehicle may also be equipped with a second coolant reservoir, which can be connected via pipelines to any one of the aforementioned first, fourth, fifth, sixth, seventh, eighth, ninth, tenth, and eleventh circulation loops to store excess coolant in these loops or to replenish coolant in these loops. This satisfies the coolant requirements of the thermal management system under different operating modes, ensures that the coolant in each loop is always at an optimal flow rate, and improves the reliability and stability of the thermal management system.

[0150] For example, such as Figure 2 As shown, the outlet of the second liquid storage tank can be connected to the pipeline between the heat exchange passage of the radiator and the inlet of the third pump, or it can be directly connected to the heat exchange passage of the radiator.

[0151] Figure 4 for Figure 2 A schematic diagram of one structure of the thermal management system 5 shown. (Reference) Figure 4As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump. The structure and arrangement of these components are largely the same as in the previous embodiments. The conduction states of the ports of the first and second valve bodies can also be set with reference to the previous embodiments. Further details about these components will not be elaborated here. Unlike the previous embodiments, the thermal management system in this application embodiment does not include a compressor; that is, the compressor can be installed independently of the above components. Decoupling the compressor from the above components of the thermal management system helps reduce the difficulty of arranging the thermal management system and compressor in the vehicle.

[0152] Figures 2 to 4 The illustrated embodiment describes the connection relationship of the ports of the first and second valve bodies in the thermal management system. Depending on the number of ports in the first and second valve bodies, in a specific implementation, the first valve body can be a three-way valve, and the second valve body can be a nine-way valve. Furthermore, the first valve body can also be an electrically operated three-way valve to facilitate control of the connection relationship and flow rate of its ports. Similarly, the second valve body can be an electrically operated nine-way valve to facilitate control of the connection relationship of its ports. Additionally, in some possible implementations, the various conductive elements of the second valve body can be an integral structure, independent structures, or multiple conductive elements can be divided into several groups, with one or more conductive elements in each group being an integral structure.

[0153] In this embodiment, by adjusting the connection state of each port of the first valve body and the second valve body, one or more circulation loops of the thermal management system can be connected, thereby enabling the thermal management system to achieve multiple operating modes. Exemplarily, these operating modes include, but are not limited to, simultaneous cooling mode for the passenger compartment and battery, passenger compartment cooling mode alone, battery cooling mode alone, battery natural cooling mode, electric drive natural cooling mode, simultaneous heating mode for the passenger compartment and battery, passenger compartment heating mode alone, battery heating mode alone, and heating and dehumidification mode. The working process of each of the above operating modes is described in detail below.

[0154] Figure 5 for Figure 2 The diagram shows the thermal management system 5 operating in a simultaneous cooling mode for the crew cabin and battery. (Reference) Figure 5As shown, the simultaneous cooling mode for the passenger compartment and battery is suitable for scenarios where both the passenger compartment and battery need to be cooled simultaneously under high summer temperatures. In this mode, the compressor, first expansion valve, second expansion valve, second pump, and third pump are activated, while the first pump and heater are deactivated. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The tenth conductive element connects the fifth port b5 of the second valve body to the eighth port of the second valve body. When b8 is turned on, the eleventh connecting element connects the sixth port b6 of the second valve body with the ninth port b9 of the second valve body. The second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the fifth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the third pump of the radiator, and the electric drive heat exchange passage) operate simultaneously.

[0155] In the second circulation loop, the high-temperature, high-pressure gaseous refrigerant output from the compressor enters the second passage of the first condenser. After condensing and exchanging heat with the coolant in the first passage of the first condenser, it becomes a low-temperature, high-pressure liquid refrigerant. Then, it expands rapidly through the first expansion valve, becoming a low-temperature, low-pressure liquid refrigerant. After that, it enters the evaporator heat exchange passage and undergoes evaporative heat exchange with the air in the passenger compartment's air supply passage. After evaporative heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle. At the same time, the air in the air supply passage, after exchanging heat with the low-temperature refrigerant in the evaporator heat exchange passage and cooling down, is sent into the passenger compartment through the passenger compartment's air outlet, achieving a cooling effect for the passenger compartment.

[0156] In the third cycle loop, the high-temperature, high-pressure gaseous refrigerant output by the compressor enters the second passage of the first condenser. After condensation and heat exchange with the coolant in the first passage of the first condenser, it becomes a low-temperature, high-pressure liquid refrigerant. Then, it passes through the second expansion valve for throttling and expansion, rapidly cooling down to become a low-temperature, low-pressure liquid refrigerant. After that, it enters the second passage of the cooler and undergoes evaporation and heat exchange with the coolant in the first passage of the cooler. After evaporation and heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle.

[0157] While the third circulation loop is running, the fifth circulation loop is also running synchronously. In the fifth circulation loop, the coolant in the first passage of the cooler exchanges heat with the low-temperature refrigerant in its second passage and then enters the battery heat exchange passage under the drive of the second pump. After exchanging heat with the battery, it returns to the first passage of the cooler. The battery then cools down by transferring heat to the coolant.

[0158] In the eleventh circulation loop, the coolant in the first passage of the first condenser exchanges heat with the refrigerant in the second passage of the first condenser, causing its temperature to rise. It then flows through the heater, the eighth port b8 of the second valve body, and the fifth port b5 of the second valve body to the inlet of the radiator heat exchange passage. In the radiator heat exchange passage, it exchanges heat with the air flowing over the radiator surface, causing its temperature to drop. Then, driven by the third pump, it enters the electric drive heat exchange passage, undergoes initial heat exchange with the electric drive, and then returns to the first passage of the first condenser through the sixth port b6 and the ninth port b9 of the second valve body. There, it further exchanges heat with the high-temperature refrigerant in the second passage of the first condenser, completing one cycle. During this process, the electric drive can dissipate heat and cool the coolant by transferring heat to the coolant. Although the coolant's temperature rises after heat exchange with the electric drive, it remains relatively low. Therefore, the first condenser can further transfer the cooling capacity to the refrigerant in the second and / or third circulation loops.

[0159] Figure 6 for Figure 2 The diagram shows the thermal management system 5 operating in a crew cabin-only cooling mode. (Reference) Figure 6 As shown, the crew cabin-only cooling mode is suitable for scenarios where the battery does not require cooling, but the crew cabin does. In this mode, the compressor, first expansion valve, and third pump are activated, while the second expansion valve, first pump, second pump, and heater are deactivated. The tenth conductor connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body, and the eleventh conductor connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body. The second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator) and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the third pump of the radiator, and the electric drive heat exchange passage) operate simultaneously. The working process of the second and eleventh circulation loops can be referred to the relevant descriptions of the simultaneous cooling mode of the crew cabin and battery mentioned above, and will not be repeated here.

[0160] Figure 7 for Figure 2 The diagram shows the thermal management system 5 operating in battery-only cooling mode. (Reference) Figure 7As shown, the battery-only cooling mode is suitable for scenarios where the passenger compartment does not require cooling, but the battery does, such as during battery fast charging. In this mode, the compressor, second expansion valve, second pump, and third pump are turned on, while the first expansion valve, first pump, and heater are turned off. The first port a1 of the first valve body is connected to the third port a3 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The tenth conductive element connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body. The eleventh conductive element connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body. The third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the fifth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the radiator, the third pump, and the electric drive heat exchange passage) operate simultaneously. The working processes of the third, fifth, and eleventh circulation loops can be referred to in the aforementioned descriptions of the simultaneous cooling mode of the crew cabin and battery, and will not be repeated here.

[0161] Figure 8 for Figure 2 The diagram shows the thermal management system 5 operating in battery natural cooling mode. (Reference) Figure 8 As shown, the battery natural cooling mode is suitable for scenarios where the passenger compartment has no cooling or heating requirements, but the battery has cooling requirements and the electric drive has heat dissipation requirements. In this mode, the compressor, first expansion valve, second expansion valve, and heater are closed, the second pump and / or third pump are open, the first port a1 of the first valve body is connected to the second port a2 of the first valve body, the first connecting element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body, the third connecting element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the seventh connecting element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body, and the ninth circulation loop (the loop formed by connecting the radiator, the third pump, the electric drive heat exchange path, the first pump, the battery heat exchange path, and the first path of the cooler) operates.

[0162] In the ninth circulation loop, at least one of the second and third pumps is activated to drive the coolant to circulate within the loop. The low-temperature coolant output from the radiator heat exchange passage enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by it. Then, it passes through the sixth port b6 and the fourth port b4 of the second valve body into the battery heat exchange passage, where it further exchanges heat with the battery and removes the heat generated by it. The cooled coolant, now heated, passes through the first port b1 and the second port b2 of the second valve body into the first passage of the cooler. Finally, it returns to the radiator heat exchange passage through the first passage of the cooler, passing through the third port b3 and the fifth port b5 of the second valve body. There, it exchanges heat with the air flowing over the radiator surface and cools down before being output to the electric drive heat exchange passage again. During this process, the electric drive and battery achieve cooling by transferring heat to the coolant. Additionally, the first passage of the cooler in this loop can be considered a flow pipe and does not perform a heat exchange function.

[0163] Figure 9 for Figure 2 The diagram shows the thermal management system 5 operating in electric-driven natural cooling mode. (Reference) Figure 9 As shown, the electric drive natural cooling mode is suitable for scenarios where neither the passenger compartment nor the battery requires cooling or heating, but the electric drive requires heat dissipation. In this mode, the compressor, first expansion valve, second expansion valve, first pump, second pump, and heater are closed, the third pump is open, the second conductor of the second valve body connects the fifth port of the second valve body to the sixth port of the second valve body, and the seventh circulation loop (the loop formed by connecting the radiator, the third pump, and the electric drive heat exchange path) is in operation.

[0164] In the seventh circulation loop, the high-temperature coolant enters the radiator heat exchange path, cools down after exchanging heat with the air flowing over the radiator surface, and then enters the electric drive heat exchange path driven by the third pump. After exchanging heat with the electric drive, it returns to the radiator heat exchange path through the eighth port of the second valve body and the seventh port of the second valve body, completing one cycle. During this process, the electric drive can dissipate heat and cool down the coolant by transferring heat to it.

[0165] Figure 10 for Figure 2 This is a schematic diagram of the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 10As shown, the simultaneous heating mode for the passenger compartment and battery is suitable for scenarios where both the passenger compartment and battery require heating, and the electric drive requires heat dissipation. In this mode, the compressor, second expansion valve, first pump, second pump, and third pump are activated, the first expansion valve is closed, the first valve port a1 of the first valve body is connected to the second port a2 of the first valve body, the fourth connecting element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, the sixth connecting element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body, and the eighth connecting element connects the eighth port b8 of the second valve body to the fourth port a2 of the second valve body. With port b4 open, the ninth conductive element connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. This allows the first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), and the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage) to operate simultaneously. The operation of the third circulation loop can be referred to the aforementioned description of the simultaneous cooling mode of the crew cabin and battery, and will not be repeated here.

[0166] In the first circulation loop, the coolant in the first passage of the first condenser exchanges heat with the refrigerant in the second passage of the first condenser, raising its temperature. Driven by the first pump, it passes through the heater and enters the heater core heat exchange passage, where it exchanges heat with the air in the passenger compartment's air supply duct. After cooling down, it returns to the first passage of the first condenser, completing one cycle. Simultaneously, the air in the air supply duct, after exchanging heat with the high-temperature coolant in the heater core heat exchange passage, is heated and then delivered into the passenger compartment through the passenger compartment's air outlet, achieving a heating effect for the passenger compartment.

[0167] In the eighth circulation loop, the coolant in the first passage of the cooler exchanges heat with the refrigerant in the second passage, resulting in a temperature reduction. It then flows through the third port b3 and the seventh port b7 of the second valve body to node P2. Driven by the third pump, it enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by the electric drive. Finally, it returns to the first passage of the cooler through the sixth port b6 and the second port b2 of the second valve body. During this process, the electric drive dissipates heat and cools the coolant by transferring heat to the coolant.

[0168] In the tenth cycle loop, the coolant in the first passage of the first condenser exchanges heat with the refrigerant in the second passage of the first condenser, causing its temperature to rise. It then flows through the eighth port b8 and the fourth port b4 of the second valve body to node P1. Driven by the second pump, it enters the battery heat exchange passage, where it exchanges heat with the battery and transfers heat to it. Finally, it returns to the first passage of the first condenser through the first port b1 and the ninth port b9 of the second valve body, completing one cycle. During this process, the battery heats up by absorbing heat from the coolant.

[0169] In some possible implementations, in the simultaneous heating mode of the passenger compartment and battery, the heater can be turned on or off, depending on the heating needs of the passenger compartment and battery. For example, when the heating needs of the passenger compartment and battery are relatively small, the heater can be turned off. In this case, all the heat required by the passenger compartment and battery is provided by the first condenser. The coolant in the first passage of the first condenser exchanges heat with the refrigerant in the second passage of the first condenser, and then flows through the heater to node P4. From node P4, it flows towards the heater core and the eighth port b8 of the second valve body. The heater acts as a flow pipe and does not perform the heating function. When the heating needs of the passenger compartment and battery are relatively large, the heater can be turned on. The coolant in the first passage of the first condenser exchanges heat with the refrigerant in the second passage of the first condenser, and then enters the heater for further heating. Afterward, it flows from node P4 towards the heater core and the eighth port b8 of the second valve body. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater power, thereby enabling more precise temperature control of the passenger compartment and battery.

[0170] In addition to using heaters to regulate the heating temperature of the crew compartment and battery, the flow rate of coolant in the first and second circulation loops can be controlled by adjusting the power of the first and second pumps, thereby regulating the temperature of the coolant in the first and second circulation loops and thus controlling the heating temperature of the crew compartment and battery.

[0171] Optionally, in the simultaneous heating mode of the crew compartment and the battery, the first port a1 and the third port a3 of the first valve body can also be connected. In this case, the fourth circulation loop also enters operation. A portion of the low-temperature coolant flowing out of the battery heat exchange passage can flow through the second port a2 of the first valve body to the first port a1 of the second valve body, and then return to the first passage of the first condenser through the ninth port b9 of the second valve body. Another portion can flow through the third port a3 of the first valve body to node P1, where it mixes with the high-temperature coolant flowing to node P1 in the first passage of the first condenser. Driven by the second pump, it then enters the battery heat exchange passage. This allows adjustment of the coolant temperature at the inlet of the battery heat exchange passage, thereby controlling the battery's heating temperature. The flow distribution between the first port a1 and the second port a2 of the first valve body, and between the first port a1 and the third port a3 of the first valve body, can be determined according to the battery's heating requirements, which will not be elaborated upon here.

[0172] Figure 11 for Figure 2 This is another schematic diagram showing the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 11 As shown, in this embodiment, the compressor, second expansion valve, first pump, second pump, and third pump are turned on, the first expansion valve is turned off, the first valve port a1 of the first valve body is connected to the third port a3 of the first valve body, the third conductive member of the second valve body connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the fourth conductive member connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, the eighth conductive member connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body, and the ninth conductive member connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. The first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core), the third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the sixth circulation loop (the loop formed by connecting the first passage of the cooler, the heat exchange passage of the radiator, the third pump, and the heat dissipation passage of the electric drive), and the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the heat exchange passage of the battery) operate simultaneously. The working processes of the first, third, and tenth circulation loops can be referred to in the aforementioned descriptions of the simultaneous heating mode of the crew cabin and battery, and will not be repeated here.

[0173] In the sixth circulation loop, the coolant in the first passage of the cooler exchanges heat with the refrigerant in the second passage, resulting in a temperature reduction. It then enters the radiator heat exchange passage through the third port b3 and the fifth port b5 of the second valve body. Within the radiator, it further exchanges heat with the air flowing over the radiator surface, further reducing its temperature. Driven by the third pump, it then enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by the electric drive. Finally, it returns to the first passage of the cooler through the sixth port b6 and the second port b2 of the second valve body. During this process, the electric drive dissipates heat and cools the coolant by transferring heat to the coolant.

[0174] It can be seen that, with Figure 10 Compared to the scheme shown, the heating circuits for the crew compartment and battery remain unchanged; the difference is that... Figure 10 The scheme shown utilizes the eighth circulation loop for cooling the electric drive, while this scheme utilizes the sixth circulation loop. By introducing a radiator, the temperature of the coolant at the inlet of the electric drive's heat exchange path can be further reduced, thus achieving better heat dissipation. In practical applications, the appropriate radiator can be selected based on the electric drive's cooling requirements. Figure 10 or Figure 11 The two solutions provided will not be elaborated upon further here.

[0175] Figure 12 for Figure 2 The diagram shows the thermal management system 5 operating in crew compartment-only heating mode. (Reference) Figure 12 As shown, the crew cabin-only heating mode is suitable for scenarios where the crew cabin requires heating and the electric drive requires cooling. In this mode, the compressor, second expansion valve, first pump, and third pump are activated, the first expansion valve is closed, the fourth conductor of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, and the sixth conductor connects the third port b3 of the second valve body to the seventh port b7 of the second valve body. The first circulation loop (the loop formed by connecting the first passage of the first condenser, heater, first pump, and warm air core), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, second expansion valve, and the second passage of the cooler), and the eighth circulation loop (the loop formed by connecting the first passage of the cooler, third pump, and electric drive cooling passage) operate simultaneously. The working processes of the first, third, and eighth circulation loops can be referred to the relevant descriptions of the simultaneous heating mode of the crew cabin and battery mentioned above, and will not be repeated here.

[0176] During the operation of the first circulation loop, the heater can be turned on or off, depending on the temperature requirements of the crew cabin; this application does not impose any restrictions on this. It is worth noting that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0177] In some other implementation schemes, based on the heat dissipation requirements of the electric drive, the sixth circulation loop (a loop formed by connecting the first passage of the first condenser, the heat exchange passage of the radiator, the third pump, and the heat dissipation passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the crew cabin separate heating mode, the first circulation loop, the third circulation loop, and the sixth circulation loop operate simultaneously. The working process of the sixth circulation loop can also refer to the relevant description in the aforementioned crew cabin and battery simultaneous heating mode, which will not be repeated here.

[0178] In addition, under the above two separate heating modes for the passenger compartment, the first port a1 and the third port a3 of the first valve body can be in a conductive state. At this time, the fourth circulation loop (the loop formed by the battery heat exchange passage and the second pump) enters the operating state. The second pump drives the coolant to circulate in the fourth circulation loop. The coolant can exchange a small amount of heat with the external environment through the pipeline to meet a certain degree of cooling demand of the battery.

[0179] Figure 13 for Figure 2 The diagram shows the thermal management system 5 operating in battery-only heating mode. (Reference) Figure 13 As shown, the battery-only heating mode is suitable for scenarios where the passenger compartment has no cooling or heating requirements, but the battery has heating requirements and the electric drive has heat dissipation requirements. In this mode, the compressor, second expansion valve, second pump, and third pump are turned on, and the first expansion valve and first pump are turned off. The first valve port a1 of the first valve body is connected to the second port a2 of the first valve body. The fourth conductor of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body. The sixth conductor connects the third port b3 of the second valve body to the seventh port b7 of the second valve body. The eighth conductor connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body. The ninth conductor connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. The third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), and the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage) operate simultaneously. The working processes of the third, eighth, and tenth circulation loops can all be referred to in the aforementioned descriptions of the simultaneous heating mode of the crew cabin and battery, and will not be repeated here.

[0180] Of course, in some other implementation schemes, based on the heat dissipation requirements of the electric drive, the sixth circulation loop (the loop formed by connecting the first passage of the first condenser, the heat exchange passage of the radiator, the third pump, and the heat dissipation passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the battery-only heating mode, the third circulation loop, the sixth circulation loop, and the tenth circulation loop operate simultaneously. The working process of the sixth circulation loop can also refer to the relevant description in the aforementioned crew cabin and battery heating mode, which will not be repeated here.

[0181] Figure 14 for Figure 2 This is a schematic diagram of the thermal management system 5 operating in heating and dehumidification mode. (Reference) Figure 14 As shown, the heating and dehumidification mode is suitable for scenarios where the passenger compartment requires heating and dehumidification, and the battery requires cooling, such as during spring and autumn, long-term driving in winter, and idling while charging in winter. In this mode, the compressor, first expansion valve, second expansion valve, first pump, and second pump are activated. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The first circulation loop (the loop formed by connecting the first passage of the first condenser, heater, first pump, and heater core), the second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, first expansion valve, and evaporator), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, second expansion valve, and second passage of the cooler), and the fifth circulation loop (the loop formed by connecting the first passage of the cooler, second pump, and battery heat exchange passage) operate simultaneously. The working processes of the first, second, third, and fifth circulation loops can be referred to the relevant descriptions of the simultaneous cooling of the crew cabin and battery and the simultaneous heating of the crew cabin and battery mentioned above, and will not be repeated here.

[0182] As mentioned earlier, within the air supply duct, the evaporator is located upstream of the heater core. When the first and second circulation loops are running, the air in the air supply duct first exchanges heat with the low-temperature refrigerant in the evaporator's heat exchange path, causing the moisture in the air to condense and be discharged from the vehicle's condensate drain pipe. Then, the dried air exchanges heat with the high-temperature coolant in the downstream heater core's heat exchange path, raising its temperature. Finally, it is delivered to the passenger compartment through the air outlet. In other words, when the first and second circulation loops run simultaneously, the air in the air supply duct can be dehumidified first and then heated, ultimately achieving the heating and dehumidification functions of the passenger compartment.

[0183] Furthermore, in the crew cabin heating and dehumidification mode, the heater can be turned on or off, depending on the temperature requirements of the crew cabin; this application does not impose any restrictions on this. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0184] In some possible implementations, during the crew cabin heating and dehumidification mode, if the electric drive requires heat dissipation, the third pump can be activated. The third conductor of the second valve body connects the fifth port b5 to the sixth port b6 of the second valve body, thus putting the seventh circulation loop, formed by the radiator, the third pump, and the electric drive heat exchange path, into operation. The operation process of the seventh circulation loop can be referred to the aforementioned description of the simultaneous cooling mode of the crew cabin and battery, and will not be repeated here.

[0185] Figure 15 for Figure 2 Another schematic diagram of the thermal management system 5 shown in heating and dehumidification mode. (Reference) Figure 15 As shown, this implementation scheme is applicable to scenarios where the passenger compartment requires heating and dehumidification, but the battery does not require cooling or heating. In this mode, the compressor, the first expansion valve, and the first pump are open, while the second expansion valve and the second pump are closed. The first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core) and the second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator) operate simultaneously. The working process of the first and second circulation loops can be referred to the relevant descriptions of the simultaneous cooling and heating modes of the passenger compartment and the battery mentioned above, and will not be repeated here.

[0186] Similarly, in this design, the heater can be turned on or off, depending on the temperature requirements of the crew cabin, and this application does not impose any restrictions on this. It is worth noting that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0187] Additionally, if the electric drive requires heat dissipation, the third pump can be activated. The third conductor of the second valve body connects the fifth port b5 to the sixth port b6 of the second valve body, thus putting the seventh circulation loop, formed by the radiator, the third pump, and the electric drive heat exchange path, into operation. The operation process of the seventh circulation loop can be referred to the aforementioned description of the simultaneous cooling mode of the crew cabin and battery, and will not be repeated here.

[0188] Figure 16 This is a schematic diagram illustrating another connection method of the thermal management system 5 in a vehicle according to an embodiment of this application. Figure 17 for Figure 16 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 16 and Figure 17 As shown, in this embodiment, the thermal management system may include a thermal management component, a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump. The structure and arrangement of the compressor, the first condenser, the first expansion valve, the second expansion valve, the cooler, the first pump, the second pump, and the third pump are generally the same as in the previous embodiments, and these components will not be described in detail here.

[0189] and Figure 2 The difference between the illustrated embodiment and this embodiment is that the position of the first valve body of the thermal management component is interchanged with that of node P1. Specifically, the first valve body is positioned between the inlet of the battery heat exchange passage and the fourth port b4 of the second valve body, while node P1 is located on the pipeline between the outlet of the battery heat exchange passage and the first port b1 of the second valve body. In a specific implementation, the first port a1 of the first valve body is connected to the inlet of the battery heat exchange passage, the second port b2 of the second valve body is connected to the fourth port b4 of the second valve body, the third port a3 of the first valve body intersects with the first port b1 of the second valve body at node P1, and node P1 is connected to the outlet of the battery heat exchange passage.

[0190] Figure 18 for Figure 16 Another schematic diagram of the thermal management system 5 shown. (Reference) Figure 18 As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump, etc., and the structure and arrangement of the above components are similar to those of the previous embodiment. Figure 17 The embodiments shown are basically the same, and these components will not be described in detail here. The difference is that the thermal management system in this embodiment does not include a compressor, that is, the compressor can be set up independently of the above components. By decoupling the compressor from the above components of the thermal management system, it is beneficial to reduce the difficulty of arranging the thermal management system and the compressor in the vehicle.

[0191] exist Figures 16 to 18 In the illustrated embodiment, the thermal management system also has the following characteristics: Figure 2 The conduction states of each port of the first and second valve bodies in the eleven loops shown in the embodiment can also be referenced. Figure 2The embodiments shown are configured to enable the thermal management system to achieve multiple operating modes, such as simultaneous cooling of the passenger compartment and battery, cooling of the passenger compartment alone, cooling of the battery alone, natural cooling of the battery, natural cooling of the electric drive, simultaneous heating of the passenger compartment and battery, heating of the passenger compartment alone, heating of the battery alone, and heating and dehumidification. The specific working process of each operating mode can be referred to the description in the foregoing embodiments, and will not be repeated here.

[0192] Figure 19 This is a schematic diagram illustrating another connection method of the thermal management system 5 in a vehicle according to an embodiment of this application. Figure 20 for Figure 19 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 19 and Figure 20 As shown, in this embodiment, the thermal management system may include a thermal management component, a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, etc. The structure and arrangement of the above components can be referred to Figure 2 The embodiments shown are configured accordingly, so these components will not be described in detail here.

[0193] and Figure 2 Unlike the embodiments shown, in this application embodiment, the thermal management system further includes a gas-liquid separator, which can be installed at the compressor inlet to separate the liquid refrigerant at the compressor inlet, thereby reducing the amount of liquid refrigerant entering the compressor. It can also store excess refrigerant to meet the refrigerant demand of the thermal management system in different operating modes, ensuring that the refrigerant in the second and / or third circulation loops is always at an optimal flow rate, and improving the reliability and stability of the thermal management system.

[0194] Figure 21 for Figure 19 Another schematic diagram of the thermal management system 5 shown. (Reference) Figure 21 As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump, etc., and the structure and arrangement of the above components are similar to those of the previous embodiment. Figure 20 The embodiments shown are basically the same, and these components will not be described in detail here. The difference is that the thermal management system in this embodiment does not include a compressor, that is, the compressor can be set up independently of the above components. By decoupling the compressor from the above components of the thermal management system, it is beneficial to reduce the difficulty of arranging the thermal management system and the compressor in the vehicle.

[0195] exist Figures 19 to 21 In the illustrated embodiment, the thermal management system also has the following characteristics: Figure 2 The eleven circulation loops in the illustrated embodiment can be activated by adjusting the connection status of each port of the first valve body and the second valve body, enabling the thermal management system to achieve multiple operating modes, such as simultaneous cooling mode of the passenger compartment and battery, cooling mode of the passenger compartment alone, cooling mode of the battery alone, natural cooling mode of the battery, natural cooling mode of the electric drive, heating mode of the passenger compartment and battery simultaneously, heating mode of the passenger compartment alone, heating mode of the battery alone, and heating and dehumidification mode. The specific working process of each operating mode can be referred to the description in the foregoing embodiments, and will not be repeated here.

[0196] Figure 22 This is a schematic diagram illustrating another connection method of the thermal management system 5 in a vehicle according to an embodiment of this application. Figure 23 for Figure 22 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 22 and Figure 23 As shown, in this embodiment, the thermal management system, in addition to the thermal management components, first condenser, first expansion valve, second expansion valve, cooler, first pump, second pump, and third pump mentioned in the previous embodiments, may also include a first switching valve, a second switching valve, a second check valve, and a third check valve. The structure and arrangement of the thermal management components, first condenser, first expansion valve, second expansion valve, cooler, first pump, second pump, and third pump can be referred to... Figure 2 , Figure 16 or Figure 19 The configuration is shown in the example provided, and will not be described in detail here.

[0197] In addition, a second condenser can be installed in the air supply duct of the crew compartment. The second condenser has a heat exchange passage, and the thermal management system can use the heat exchange passage of the second condenser to heat the air flowing through the surface of the second condenser to achieve heating of the crew compartment. In a specific implementation, the second condenser can be located downstream of the evaporator, that is, on the side of the evaporator closer to the air outlet of the crew compartment.

[0198] A first switching valve can be installed between the compressor outlet and the inlet of the second passage of the first condenser. A second switching valve can be installed between the compressor outlet and the inlet of the second condenser. A second one-way valve can be installed between the outlet of the second passage of the first condenser and node P5. Node P5 can be understood as the intersection of the inlet of the first expansion valve and the inlet of the second expansion valve. In this case, the inlet of the second one-way valve is connected to the outlet of the second passage of the first condenser, and the outlet of the second one-way valve is connected to the inlet of the first expansion valve and the inlet of the second expansion valve via node P5, thereby unidirectionally connecting the outlet of the first passage of the first condenser to the inlet of the first expansion valve and / or the inlet of the second expansion valve. A third one-way valve can be installed between the outlet of the heat exchange passage of the second condenser and node P5. The inlet of the third one-way valve is connected to the outlet of the heat exchange passage of the second condenser, and the outlet of the third one-way valve is connected to the inlet of the first expansion valve and the inlet of the second expansion valve via node P5, thereby unidirectionally connecting the outlet of the heat exchange passage of the second condenser to the inlet of the first expansion valve and / or the inlet of the second expansion valve.

[0199] Figure 24 for Figure 22 A schematic diagram of one structure of the thermal management system 5 shown. (Reference) Figure 24 As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, a first switching valve, a second switching valve, a second check valve, and a third check valve, and the structure and arrangement of the above components are the same as those of the previous embodiment. Figure 23 The embodiments shown are largely the same, and these components will not be described in detail here. Unlike the previous embodiments, the thermal management system in this application does not include a compressor; that is, the compressor can be installed independently of the above components. Decoupling the compressor from the aforementioned components of the thermal management system helps to reduce the difficulty of arranging the thermal management system and compressor in the vehicle.

[0200] exist Figures 22 to 24In the illustrated embodiment, the thermal management system, in addition to the eleven circulation loops described in the preceding embodiments, may also include a twelfth circulation loop formed by connecting a compressor, a second condenser, a first expansion valve, and an evaporator, and a thirteenth circulation loop formed by connecting a compressor, a second condenser, a second expansion valve, and a second passage of a cooler. Exemplarily, the heat exchange medium in the twelfth and thirteenth circulation loops can be a refrigerant, such as R134a, R1234yf, or R744. By activating one or more of these circulation loops, the thermal management system can achieve various operating modes, including simultaneous cooling of the passenger compartment and battery, passenger compartment cooling alone, battery cooling alone, battery natural cooling, electric drive natural cooling, simultaneous heating of the passenger compartment and battery, passenger compartment heating alone, battery heating alone, and heating and dehumidification. The working process of each of these operating modes is briefly described below.

[0201] Figure 25 for Figure 22 The diagram shows the thermal management system 5 operating in a simultaneous cooling mode for the crew cabin and battery. (Reference) Figure 25 As shown, in the simultaneous cooling mode of the crew cabin and battery, the compressor, first switching valve, first expansion valve, second expansion valve, second pump, and third pump are turned on, while the second switching valve, first pump, and heater are turned off. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The tenth conductive element connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body. The eleventh conductive element... The connecting element connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body, allowing the second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the fifth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the third pump of the radiator, and the electric drive heat exchange passage) to operate simultaneously. The operating processes of the second, third, fifth, and eleventh circulation loops can be referred to the aforementioned process. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0202] Figure 26 for Figure 22 The diagram shows the thermal management system 5 operating in a crew cabin-only cooling mode. (Reference) Figure 26As shown, in the crew cabin-only cooling mode, the compressor, first switching valve, first expansion valve, and third pump are open; the second switching valve, second expansion valve, first pump, second pump, and heater are closed. The tenth conductor connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body, and the eleventh conductor connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body. The second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator) and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the third pump of the radiator, and the electric drive heat exchange passage) operate simultaneously. The working process of the second and eleventh circulation loops can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0203] Figure 27 for Figure 22 The diagram shows the thermal management system 5 operating in battery-only cooling mode. (Reference) Figure 27 As shown, in battery-only cooling mode, the compressor, first switching valve, second expansion valve, second pump, and third pump are turned on, while the second switching valve, first expansion valve, first pump, and heater are turned off. The first port a1 of the first valve body is connected to the third port a3 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The tenth conductive element connects the fifth port b5 of the second valve body to the eighth port b8 of the second valve body. The eleventh conductive element connects the sixth port b6 of the second valve body to the ninth port b9 of the second valve body. The third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the fifth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the radiator, the third pump, and the electric drive heat exchange passage) operate simultaneously. The working processes of the third, fifth, and eleventh loops can all be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0204] Figure 28 for Figure 22 The diagram shows the thermal management system 5 operating in battery natural cooling mode. (Reference) Figure 28As shown, in the battery natural cooling mode, the compressor, first switching valve, second switching valve, first expansion valve, and second expansion valve are closed, while the second pump and / or third pump are open. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The third conductive element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body. The seventh conductive element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body. The ninth circulation loop (the loop formed by connecting the radiator, electric drive heat exchange path, battery heat exchange path, and the first path of the cooler) operates. The working process of the ninth circulation loop can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0205] Figure 29 for Figure 22 The diagram shows the thermal management system 5 operating in electric-driven natural cooling mode. (Reference) Figure 29 As shown, in the electric drive natural cooling mode, the compressor, first switching valve, second switching valve, first expansion valve, second expansion valve, first pump, and second pump are closed, while the third pump is open. The second conductive element of the second valve body connects the fifth port b5 of the second valve body to the sixth port b6 of the second valve body, and the seventh circulation loop (the loop formed by connecting the radiator, the third pump, and the electric drive heat exchange path) operates. The working process of the seventh circulation loop can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0206] Figure 30 for Figure 22 This is a schematic diagram of the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 30As shown, in the simultaneous heating mode of the crew compartment and battery, the compressor, first switching valve, second expansion valve, first pump, second pump, and third pump are turned on; the second switching valve and first expansion valve are closed; the first valve port a1 of the first valve body is connected to the second port a2 of the first valve body; the fourth conductive element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body; the sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body; the eighth conductive element connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body; and the ninth conductive element... The connecting element connects the ninth port b9 of the second valve body to the first port b1 of the second valve body, allowing the first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), and the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage) to operate simultaneously. The operating processes of the first, third, eighth, and tenth circulation loops can be referred to the aforementioned methods. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0207] In some possible implementations, the heater can be turned on or off in the simultaneous heating mode of the crew compartment and the battery, depending on the heating needs of the crew compartment and the battery; this application does not impose any restrictions on this. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew compartment and the battery.

[0208] Figure 31 for Figure 22 This is another schematic diagram showing the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 31As shown, in this embodiment, the compressor, second switching valve, second expansion valve, heater, second pump, and third pump are turned on, while the first switching valve, first expansion valve, and first pump are turned off. The first port a1 of the first valve body is connected to the third port a3 of the first valve body. The fourth conductive element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body. The sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body. The eighth conductive element connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body. The ninth conductive element connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. The eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage), and the thirteenth circulation loop (the loop formed by connecting the compressor, the second condenser, the second expansion valve, and the second passage of the cooler) operate simultaneously. The working process of the eighth circulation loop can be referred to the aforementioned... Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0209] In the tenth circulation loop, the coolant heated by the heater flows to node P1 through port b8 of the second valve body and port b4 of the second valve body. Driven by the second pump, it enters the battery heat exchange passage, where it exchanges heat with the battery and transfers heat to the battery. Then, it enters the first passage of the first condenser through port b1 of the second valve body and port b9 of the second valve body, and finally returns to the heater through the first passage of the first condenser to be heated again. During this process, the battery heats up by absorbing heat from the coolant. Furthermore, the heating temperature can be controlled by adjusting the heater's power to achieve precise temperature regulation of the battery.

[0210] In the thirteenth cycle, the high-temperature, high-pressure gaseous refrigerant output from the compressor enters the heat exchange passage of the second condenser. There, it exchanges heat with the air in the passenger compartment's air supply duct, transforming into a low-temperature, high-pressure liquid refrigerant. This liquid refrigerant then rapidly cools down through the second expansion valve, becoming a low-temperature, low-pressure liquid refrigerant. It then enters the second passage of the cooler, where it undergoes evaporative heat exchange with the coolant in the first passage. After this evaporative heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle. Simultaneously, the air in the air supply duct, after exchanging heat with the high-temperature coolant in the second condenser's heat exchange passage, is heated and then delivered into the passenger compartment through the air outlet, providing heating for the passenger compartment.

[0211] In this embodiment, heating the passenger compartment through the thirteenth circulation loop can effectively improve the thermal efficiency of passenger compartment heating, enabling the passenger compartment to heat up quickly, thereby helping to improve the user's riding experience.

[0212] Figure 32 for Figure 22 This is another schematic diagram showing the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 32 As shown, in this embodiment, the compressor, first switching valve, second switching valve, second expansion valve, second pump, and third pump are open; the first expansion valve and heater are closed; the first valve port a1 of the first valve body is connected to the second port a2 of the first valve body; the fourth conductive element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body; the sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body; the eighth conductive element connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body; and the ninth conductive element connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. The third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage), and the thirteenth circulation loop (the loop formed by connecting the compressor, the second condenser, the second expansion valve, and the second passage of the cooler) are all connected. The working processes of the third, eighth, and tenth loops can be referred to the above. Figure 2 The description of the thermal management system and the working process of the thirteenth loop can be found in the previous text. Figure 31 The descriptions of the simultaneous heating mode of the crew cabin and battery shown are not repeated here.

[0213] exist Figure 32 In the simultaneous heating mode of the crew compartment and battery shown, the thermal management system tends to be stable. When the thirteenth loop is running, it can provide enough heat for the crew compartment. When the tenth loop is running, it can also obtain enough heat from the second passage of the first condenser to heat the battery. Therefore, the heater can be turned off to reduce the energy consumption of the thermal management system.

[0214] Figure 33 for Figure 22 This is a schematic diagram of the thermal management system 5 operating in a crew cabin-only heating mode. (Reference) Figure 33As shown, in the crew cabin independent heating mode, the compressor, first switching valve, second expansion valve, first pump, and third pump are turned on, while the second switching valve and first expansion valve are closed. The fourth conductive element of the second valve body connects the sixth port b6 of the second valve body with the second port b2 of the second valve body, and the sixth conductive element connects the third port b3 of the second valve body with the seventh port b7 of the second valve body. The first circulation loop (the loop formed by connecting the first passage of the first condenser, heater, first pump, and warm air core), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), and the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage) operate simultaneously. The working processes of the first, third, and eighth circulation loops can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0215] During the operation of the first circulation loop, the heater can be turned on or off, depending on the temperature requirements of the crew cabin; this application does not impose any restrictions on this. It is worth noting that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0216] Of course, in some other implementation schemes, based on the heat dissipation requirements of the electric drive, a sixth circulation loop (a loop formed by connecting the first passage of the first condenser, the heat exchange passage of the radiator, the third pump, and the heat dissipation passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the crew cabin separate heating mode, the first circulation loop, the third circulation loop, and the sixth circulation loop operate simultaneously. The working process of the sixth circulation loop can also be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0217] In addition, under the above two separate heating modes for the passenger compartment, the first port a1 and the third port a3 of the first valve body can be in a conductive state. At this time, the fourth circulation loop (the loop formed by the battery heat exchange passage and the second pump) enters the operating state. The second pump drives the coolant to circulate in the fourth circulation loop. The coolant can exchange a small amount of heat with the external environment through the pipeline to meet a certain degree of cooling demand of the battery.

[0218] Figure 34 for Figure 22 Another schematic diagram showing the thermal management system 5 operating in crew compartment-only heating mode. (Reference) Figure 34As shown, in this embodiment, the compressor, second switching valve, second expansion valve, and third pump are open; the first switching valve, first expansion valve, first pump, and heater are closed. The fourth conductive element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body, and the sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body. The eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage) and the thirteenth circulation loop (the loop formed by connecting the compressor, the second condenser, the second expansion valve, and the second passage of the cooler) operate simultaneously. The working process of the eighth circulation loop can be referred to the above. Figure 2 The description of the thermal management system and the working process of the thirteenth loop can be found in the previous text. Figure 31 The descriptions of the simultaneous heating mode of the crew cabin and battery shown are not repeated here.

[0219] Figure 35 for Figure 22 This is a schematic diagram of the thermal management system 5 operating in battery-only heating mode. (Reference) Figure 35 As shown, in battery-only heating mode, the compressor, first switching valve, second expansion valve, second pump, and third pump are open, while the second switching valve, first expansion valve, and first pump are closed. The first valve port a1 of the first valve body is connected to the second port a2 of the first valve body. The fourth conductive element of the second valve body connects the sixth port b6 of the second valve body to the second port b2 of the second valve body. The sixth conductive element connects the third port b3 of the second valve body to the seventh port b7 of the second valve body. The eighth conductive element connects the eighth port b8 of the second valve body to the fourth port b4 of the second valve body. The ninth conductive element connects the ninth port b9 of the second valve body to the first port b1 of the second valve body. The third circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the eighth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat dissipation passage), and the tenth circulation loop (the loop formed by connecting the second passage of the first condenser, the heater, the second pump, and the battery heat exchange passage) operate simultaneously. The working processes of the third, eighth, and tenth circulation loops can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0220] Of course, in some other implementation schemes, based on the heat dissipation requirements of the electric drive, the sixth circulation loop (a loop formed by connecting the first passage of the first condenser, the heat exchange passage of the radiator, the third pump, and the heat dissipation passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the battery-only heating mode, the third circulation loop, the sixth circulation loop, and the tenth circulation loop operate simultaneously. The working process of the sixth circulation loop can also be referred to the above. Figure 2The relevant descriptions of the thermal management system in the document will not be repeated here.

[0221] Figure 36 for Figure 22 This is a schematic diagram of the thermal management system 5 operating in heating and dehumidification mode. (Reference) Figure 36 As shown, in heating and dehumidification mode, the compressor, first switching valve, first expansion valve, second expansion valve, first pump, and second pump are turned on, and the second switching valve is turned off. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body, and the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body. The first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core), the second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator), the third circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the second expansion valve, and the second passage of the cooler), and the fifth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage) operate simultaneously. The working processes of the first, second, third, and fifth circulation loops can be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0222] Furthermore, in the crew cabin heating and dehumidification mode, the heater can be turned on or off, depending on the temperature requirements of the crew cabin; this application does not impose any restrictions on this. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0223] In some possible implementations, if the electric drive requires heat dissipation, the third pump can be turned on, and the third conductor of the second valve body will connect the fifth port b5 of the second valve body to the sixth port b6 of the second valve body, so that the seventh circulation loop formed by the radiator, the third pump, and the electric drive heat exchange path also enters the operating state. The working process of the seventh circulation loop can also be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0224] Figure 37 for Figure 22 Another schematic diagram of the thermal management system 5 shown in heating and dehumidification mode. (Reference) Figure 37As shown, in this embodiment, the compressor, the first switching valve, the first expansion valve, and the first pump are open, while the second switching valve and the second expansion valve are closed. The first circulation loop (the loop formed by connecting the first passage of the first condenser, the heater, the first pump, and the warm air core) and the second circulation loop (the loop formed by connecting the compressor, the second passage of the first condenser, the first expansion valve, and the evaporator) operate simultaneously. The working processes of the first and second circulation loops can be referred to the aforementioned... Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0225] Similarly, in this design, the heater can be turned on or off, depending on the temperature requirements of the crew cabin, and this application does not impose any restrictions on this. It is worth noting that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0226] Additionally, if the electric drive requires heat dissipation, the third pump can be turned on. The third conductor of the second valve body connects the fifth port b5 of the second valve body to the sixth port b6 of the second valve body, thus putting the seventh circulation loop, formed by the connection of the radiator, the third pump, and the electric drive heat exchange path, into operation. The working process of the seventh circulation loop can also be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0227] Figure 38 for Figure 22 Another schematic diagram of the thermal management system 5 shown in heating and dehumidification mode. (Reference) Figure 38 As shown, in this embodiment, the compressor, the second switching valve, and the first expansion valve are open, the first switching valve and the second expansion valve are closed, and the twelfth circulation loop (the loop formed by connecting the compressor, the second condenser, the first expansion valve, and the evaporator) is in operation.

[0228] In the twelfth cycle, the high-temperature, high-pressure gaseous refrigerant output from the compressor enters the heat exchange passage of the second condenser. In the heat exchange passage of the second condenser, it exchanges heat with the air in the air supply passage of the passenger compartment. After heat exchange, it becomes a low-temperature, high-pressure liquid refrigerant. Then, it passes through the first expansion valve for throttling and expansion, rapidly cooling down to become a low-temperature, low-pressure liquid refrigerant. After that, it enters the evaporator heat exchange passage and exchanges heat with the air in the air supply passage of the passenger compartment. After heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle.

[0229] As mentioned earlier, within the air supply duct, the evaporator is located upstream of the second condenser. During the operation of the twelfth circulation loop, the air in the air supply duct first exchanges heat with the low-temperature refrigerant in the evaporator's heat exchange path, causing the moisture in the air to condense and be discharged from the vehicle's condensate drain pipe. Then, the dried air exchanges heat with the high-temperature coolant in the downstream second condenser's heat exchange path, raising its temperature. Finally, it is delivered to the passenger compartment through the air outlet. In other words, during the operation of the twelfth circulation loop, the air in the air supply duct can be dehumidified first and then heated, ultimately achieving the heating and dehumidification functions of the passenger compartment.

[0230] Additionally, if the electric drive requires heat dissipation, the third pump can be turned on. The third conductor of the second valve body connects the fifth port b5 of the second valve body to the sixth port b6 of the second valve body, thus putting the seventh circulation loop, formed by the connection of the radiator, the third pump, and the electric drive heat exchange path, into operation. The working process of the seventh circulation loop can also be referred to the above. Figure 2 The relevant descriptions of the thermal management system in the document will not be repeated here.

[0231] Figure 39 This is a schematic diagram illustrating another connection method of the thermal management system 5 in a vehicle according to an embodiment of this application. Figure 40 for Figure 39 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 39 and Figure 40 As shown in the embodiments of this application, the thermal management system may include a thermal management component, a compressor, a condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump. The condenser and cooler can each be a dual-flow heat exchanger, such as a plate heat exchanger. The condenser may include a first passage and a second passage, which are isolated from each other but allow for heat exchange. Similarly, the cooler may also include a first passage and a second passage, which are isolated from each other but allow for heat exchange. The thermal management component can be used to connect the various components of the thermal management system, as well as the evaporator, heater core, electric drive cooling passage, battery heat exchange passage, radiator, etc., in the vehicle, enabling the thermal management system to achieve multiple operating modes to meet the cooling or heating needs of the passenger compartment, battery, and electric drive.

[0232] In some possible implementations, the compressor outlet can be connected to the inlet of the second passage of the condenser. The outlet of the second passage of the condenser is connected to the inlet of the vehicle's evaporator heat exchange passage via a first expansion valve. The outlet of the evaporator is connected to the compressor inlet. Thus, the compressor, the second passage of the condenser, the first expansion valve, and the evaporator can be sequentially connected to form a first circulation loop. Alternatively, the outlet of the second passage of the condenser can also be connected to the inlet of the second passage of the cooler via a second expansion valve. The outlet of the second passage of the cooler can then be connected to the compressor inlet. Therefore, the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler can be sequentially connected to form a second circulation loop. Exemplarily, the heat exchange medium in the first and second circulation loops can be a refrigerant, such as R134a, R1234yf, or R744, etc.

[0233] In some embodiments, the thermal management system may further include a first liquid receiver, which may be located at the outlet of the second passage of the condenser and may be assembled with the condenser as an integral structure. The first liquid receiver can be used to store excess refrigerant in the first or second circulation loop to meet the refrigerant requirements of the thermal management system under different operating modes, thereby ensuring that the refrigerant in the first and / or second circulation loop is always at an optimal flow rate, and improving the reliability and stability of the thermal management system.

[0234] In one specific implementation, the thermal management component may include a first valve body and a second valve body. The first valve body may include a first port a1, a second port a2, and a third port a3, and a valve core is disposed within the first valve body. This valve core can be used to connect the first port a1 to the second port a2, or connect the first port a1 to the third port a3, or simultaneously connect the first port a1 to both the second and third ports a2 and a3. The second valve body may include a first port b1, a second port b2, a third port b3, and a fourth port b4. A first conductive element is disposed between the first port b1 and the second port b2, which can be used to connect or close the two ports. A second conductive element is disposed between the third port b3 and the fourth port b4, which can be used to connect or close the two ports.

[0235] In this embodiment, the first port a1 of the first valve body can be connected to the outlet of the heat exchange passage of the heater core, the second port a2 of the first valve body can be connected to the inlet of the first passage of the condenser, and the third port a3 of the first valve body can be connected to the inlet of the battery heat exchange passage. The first port b1 of the second valve body can be connected to the inlet of the heat exchange passage of the heater core, the second port b2 of the second valve body can be connected to the outlet of the first passage of the condenser, the third port b3 of the second valve body can be connected to the outlet of the battery heat exchange passage, and the fourth port b4 of the second valve body can be connected to the second port a2 of the first valve body.

[0236] Furthermore, based on the connection between the fourth port b4 of the second valve body and the second port a2 of the first valve body, the fourth port b4 of the second valve body is also interconnected with the inlet of the first passage of the condenser. For example, the second port a2 of the first valve body and the fourth port b4 of the second valve body can converge at node P1 via a pipeline, and node P1 is connected to the inlet of the first passage of the condenser. Similarly, based on the connection between the fourth port b4 of the second valve body and the third port a3 of the first valve body, the fourth port b4 of the second valve body is also interconnected with the inlet of the battery heat exchange passage. For example, the third port a3 of the first valve body and the fourth port b4 of the second valve body can converge at node P2 via a pipeline, and node P2 is connected to the inlet of the battery heat exchange passage.

[0237] When the first port a1 of the first valve body is connected to the second port a2 of the first valve body, and the first connecting element connects the first port b1 of the second valve body to the second port b2 of the second valve body, the first passage of the condenser and the heater core can be connected to form a third circulation loop. A first pump can be installed in this third circulation loop, for example, between the first port b1 of the second valve body and the inlet of the heat exchange passage of the heater core, or between the second port a2 of the first valve body and the inlet of the first passage of the condenser, to drive the heat exchange medium to circulate in the third circulation loop. For example, the heat exchange medium in the third circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0238] When the first port a1 of the first valve body is connected to the third port a3 of the first valve body, and the first connecting element connects the first port b1 of the second valve body to the second port b2 of the second valve body, and the second connecting element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, the outlet of the first passage of the condenser is connected to the inlet of the heat exchange passage of the heater core through the second port b2 and the first port b1 of the second valve body. The outlet of the heat exchange passage of the heater core is connected to the inlet of the battery heat exchange passage through the first port a1 and the third port a3 of the first valve body. The outlet of the battery heat exchange passage is connected to the inlet of the first passage of the condenser through the third port b3 and the fourth port b4 of the second valve body. At this time, the first passage of the condenser, the first pump, the heater core, and the battery heat exchange passage can be sequentially connected to form a fourth circulation loop. In addition, the second pump can be set in this fourth circulation loop, for example, it can be set between node P2 and the inlet of the battery heat exchange passage, or it can be set between the outlet of the battery heat exchange passage and the third port b3 of the second valve body. When the fourth circulation loop is running, both the first pump and the second pump can be turned on, and the two pumps together drive the heat exchange medium to circulate in the fourth circulation loop. Alternatively, the heat exchange medium can be driven to circulate in the fourth circulation loop by turning on one of the first pump and the second pump.

[0239] When the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, the inlet and outlet of the battery heat exchange passage can be connected through the third port b3 and the fourth port b4 of the second valve body to form a fifth circulation loop. It can be seen that the second pump is also located in this fifth circulation loop, thereby driving the heat exchange medium to circulate in the fifth circulation loop. For example, the heat exchange medium in the fifth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0240] In addition, to prevent the coolant in the third circulation loop from flowing backwards from node P1 to the fourth port b4 of the second valve body, a one-way valve can be installed between the fourth port b4 of the second valve body and node P1. The inlet of the one-way valve is connected to the fourth port b4 of the second valve body, and the outlet of the one-way valve is connected to node P1. Alternatively, the outlet of the one-way valve can be understood as being connected to the second port a2 of the first valve body, thereby enabling one-way communication between the fourth port b4 of the second valve body and the second port a2 of the first valve body.

[0241] Additionally, in some possible implementations, the thermal management system may further include a heater connected between the first port b1 of the second valve body and the inlet of the heat exchange passage for the warm air core. Further, when the first pump is positioned between the first port b1 of the second valve body and the inlet of the heat exchange passage for the warm air core, the inlet of the heater may be connected to the outlet of the first pump, and the outlet of the heater may be connected to the inlet of the heat exchange passage for the warm air core. It is readily understood that this heater exists in both the third and fourth circulation loops.

[0242] Please continue to refer to this. Figure 39 and Figure 40 In some possible implementations, the second valve body may further include a fifth port b5 and a sixth port b6. A third conductive element is provided between the fifth port b5 and the third port b3 of the second valve body, which can be used to connect or close the fifth port b5 and the third port b3 of the second valve body. A fourth conductive element is provided between the sixth port b6 and the fourth port b4 of the second valve body, which can be used to connect or close the sixth port b6 and the fourth port b4 of the second valve body. In a specific implementation, the fifth port b5 and the sixth port b6 of the second valve body may be connected to the first passage of the cooler, respectively. Exemplarily, the fifth port b5 of the second valve body may be connected to the inlet of the first passage of the cooler, and the sixth port b6 of the second valve body may be connected to the outlet of the first passage of the cooler.

[0243] When the third conductive element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, and the fourth conductive element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body, the fifth port b5 of the second valve body can be connected to the outlet of the battery heat exchange passage through the third port b3, and the sixth port b6 of the second valve body can be connected to the inlet of the battery heat exchange passage through the fourth port b4. At this time, the first passage of the cooler, the second pump, and the battery heat exchange passage can be connected through the corresponding ports of the second valve body to form a sixth circulation loop. The second pump can drive the heat exchange medium to circulate in the sixth circulation loop. For example, the heat exchange medium in the sixth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0244] Please continue to refer to this. Figure 39 and Figure 40In some possible implementations, the second valve body may further include a seventh port b7 and an eighth port b8. A fifth conductive element is provided between the seventh port b7 and the sixth port b6 of the second valve body, which can be used to connect or close the seventh port b7 and the sixth port b6 of the second valve body. A sixth conductive element is provided between the eighth port b8 and the fifth port b5 of the second valve body, which can be used to connect or close the eighth port b8 and the fifth port b5 of the second valve body. In a specific implementation, the seventh port b7 and the eighth port b8 of the second valve body may be connected to a first passage assembly, which may include a radiator heat exchange passage, an electric drive heat exchange passage, and a pipe connecting the outlet of the radiator heat exchange passage and the inlet of the electric drive heat exchange passage. Exemplarily, the seventh port b7 of the second valve body may be connected to the inlet of the radiator heat exchange passage, and the eighth port b8 of the second valve body may be connected to the outlet of the electric drive heat exchange passage.

[0245] When the fifth conductive element connects the seventh port b7 of the second valve body to the sixth port b6 of the second valve body, and the sixth conductive element connects the eighth port b8 of the second valve body to the fifth port b5 of the second valve body, the seventh port b7 of the second valve body can be connected to the outlet of the first passage of the cooler through the sixth port b6, and the eighth port b8 of the second valve body can be connected to the inlet of the first passage of the cooler through the fifth port b5. At this time, the first passage of the cooler, the radiator, and the electric drive heat dissipation passage can be connected through the corresponding ports of the second valve body to form a seventh circulation loop. A third pump can be installed in this seventh circulation loop. For example, the third pump can be connected between the outlet of the radiator heat exchange passage and the inlet of the electric drive heat exchange passage to drive the heat exchange medium to circulate in the seventh circulation loop. For example, the heat exchange medium in the seventh circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0246] In some possible implementations, a seventh conductive element may be provided between the seventh port b7 and the eighth port b8 of the second valve body. This seventh conductive element can be used to connect or close the seventh port b7 and the eighth port b8 of the second valve body. It is readily understood that when the seventh conductive element connects the seventh port b7 and the eighth port b8 of the second valve body, the inlet of the radiator heat exchange passage and the outlet of the electric drive heat exchange passage can be directly connected. In this case, the radiator, the third pump, and the electric drive heat exchange circuit can be connected through the corresponding ports of the second valve body to form an eighth circulation circuit. The third pump can drive the heat exchange medium to circulate in the eighth circulation circuit. For example, the heat exchange medium in the eighth circulation circuit can be a coolant, such as an aqueous solution of ethylene glycol.

[0247] Please continue to refer to this. Figure 39 and Figure 40A seventh conductive element can also be provided between the fourth port b4 and the eighth port b8 of the second valve body. This seventh conductive element can be used to connect or close the fourth port b4 and the eighth port b8 of the second valve body. The fourth port b4 and the eighth port b8 of the second valve body can be used to connect the electric drive heat exchange path and the battery heat exchange path.

[0248] When the third conductive element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the fifth conductive element connects the seventh port b7 of the second valve body to the sixth port b6 of the second valve body, and the seventh conductive element connects the fourth port b4 of the second valve body to the eighth port b8 of the second valve body, the first passage of the cooler, the radiator, the third pump, the electric drive heat exchange passage, the second pump, and the battery heat exchange passage can be connected through the corresponding ports of the second valve body to form a ninth circulation loop. When the ninth circulation loop is running, both the second and third pumps can be in the on state, and both jointly drive the heat exchange medium to circulate in the ninth circulation loop. Alternatively, the heat exchange medium can be driven to circulate in the ninth circulation loop by turning on one of the second and third pumps. For example, the heat exchange medium in the ninth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0249] Please continue to refer to this. Figure 39 and Figure 40 In some possible implementations, the second valve body may further include a ninth port b9. An eighth conductive element may be provided between the ninth port b9 and the sixth port b6 of the second valve body. This eighth conductive element can be used to connect or close the ninth port b9 and the sixth port b6 of the second valve body. The ninth port b9 and the eighth port b8 of the second valve body may be connected to the electric drive heat exchange passage, respectively. As mentioned above, the eighth port b8 of the second valve body may be connected to the outlet of the electric drive heat exchange passage, and the ninth port b9 of the second valve body may be connected to the inlet of the electric drive heat exchange passage.

[0250] When the sixth conductive element connects the eighth port b8 of the second valve body to the fifth port b5 of the second valve body, and the eighth conductive element connects the ninth port b9 of the second valve body to the sixth port b6 of the second valve body, the ninth port b9 of the second conductive element can be connected to the outlet of the first passage of the cooler through the sixth port b6 of the second valve body, and the eighth port b8 of the second valve body can be connected to the inlet of the first passage of the cooler through the fifth port b5 of the second valve body. At this time, the first passage of the cooler and the electric drive heat exchange passage can be connected to form a tenth circulation loop. For example, the heat exchange medium in the tenth circulation loop can be a coolant, such as an aqueous solution of ethylene glycol.

[0251] In some possible implementations, the inlet of the third pump can be connected to either the outlet of the radiator heat exchange passage or the ninth port b9 of the second valve body. That is, the third pump can also be located in the tenth circulation loop to drive the heat exchange medium to circulate within the tenth circulation loop. For example, the ninth port b9 of the second valve body and the outlet of the radiator heat exchange passage can converge at node P3 via a pipeline. Node P3 is connected to the inlet of the electric drive heat exchange passage, and the third pump is positioned between node P3 and the electric drive heat exchange passage.

[0252] Please continue to refer to this. Figure 39 and Figure 40 In some possible implementations, a ninth conductive element may be provided between the second port b2 and the seventh port b7 of the second valve body, which can be used to connect or close the second port b2 and the seventh port b7 of the second valve body; a tenth conductive element may be provided between the second port b2 and the ninth port b9 of the second valve body, which can be used to connect or close the second port b2 and the ninth port b9 of the second valve body; an eleventh conductive element may be provided between the first port b1 and the eighth port b8 of the second valve body, which can be used to connect or close the first port b1 and the eighth port b8 of the second valve body.

[0253] When the first port b1 of the first valve body is connected to the second port b2 of the first valve body, the ninth connecting element connects the second port b2 of the second valve body to the seventh port b7 of the second valve body, and the eleventh connecting element connects the first port b1 of the second valve body to the eighth port b8 of the second valve body, the outlet of the first passage of the condenser is connected to the heat exchange passage of the radiator through the second port b2 and the seventh port b7 of the second valve body, and the electric drive heat exchange passage is connected to the inlet of the first pump through the eighth port b8 and the first port b1 of the second valve body. At this time, the first passage of the condenser, the radiator, the third pump, the electric drive heat exchange passage, the first pump, the heater, and the warm air core are connected to form an eleventh circulation loop. The first pump and the third pump can drive the heat exchange medium to circulate in the eleventh circulation loop. When the eleventh circulation loop is running, both the first pump and the third pump can be in the open state, and both of them jointly drive the heat exchange medium to circulate in the eleventh circulation loop. Alternatively, the heat exchange medium can be driven to circulate in the eleventh circulation loop by turning on one of the first pump and the third pump.

[0254] When the first port b1 of the first valve body is connected to the second port b2 of the first valve body, the tenth connecting element connects the second port b2 of the second valve body to the ninth port b9 of the second valve body, and the eleventh connecting element connects the first port b1 of the second valve body to the eighth port b8 of the second valve body, the outlet of the first passage of the condenser is connected to node P3 through the second port b2 and the ninth port b9 of the second valve body. At this time, the first passage of the condenser, the third pump, the electric heat exchange passage, the first pump, the heater, and the warm air core are connected to form the twelfth circulation loop. Similarly, when the twelfth circulation loop is running, both the first pump and the third pump can be in the open state, and both of them jointly drive the heat exchange medium to circulate in the twelfth circulation loop. Alternatively, the heat exchange medium can be driven to circulate in the twelfth circulation loop by turning on one of the first pump and the third pump.

[0255] In some possible implementations, the vehicle may also be equipped with a second coolant reservoir, which can be connected via pipelines to any one of the aforementioned third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, and twelfth circulation loops to store excess coolant in these loops or to replenish coolant in them. This satisfies the coolant requirements of the thermal management system under different operating modes, ensures that the coolant in each loop is always at an optimal flow rate, and improves the reliability and stability of the thermal management system.

[0256] For example, such as Figure 39 As shown, the outlet of the second liquid storage tank can be connected to the pipeline between the heat exchange passage of the radiator and the inlet of the third pump, or it can be directly connected to the heat exchange passage of the radiator.

[0257] Figure 41 for Figure 39 A schematic diagram of one structure of the thermal management system 5 shown. (Reference) Figure 41As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump. The structure and arrangement of these components are largely the same as in the previous embodiments. The conduction states of the ports of the first and second valve bodies can also be set with reference to the previous embodiments. Further details about these components will not be elaborated here. Unlike the previous embodiments, the thermal management system in this embodiment does not include a compressor; that is, the compressor can be set independently of the above components. Decoupling the compressor from the above components of the thermal management system helps reduce the difficulty of arranging the thermal management system and compressor in the vehicle. In addition, the thermal management system in this embodiment may also not include a heater; therefore, the heater can also be set independently of the above components, further reducing the difficulty of arranging the thermal management system and compressor in the vehicle.

[0258] Figures 39 to 41 The illustrated embodiment describes the connection relationship of the ports of the first and second valve bodies in the thermal management system. Depending on the number of ports in the first and second valve bodies, in a specific implementation, the first valve body can be a three-way valve, and the second valve body can be a nine-way valve. Furthermore, the first valve body can also be an electrically operated three-way valve to facilitate control of the connection relationship and flow rate of its ports. Similarly, the second valve body can be an electrically operated nine-way valve to facilitate control of the connection relationship of its ports. Additionally, in some possible implementations, the various conductive elements of the second valve body can be an integral structure, independent structures, or multiple conductive elements can be divided into several groups, with one or more conductive elements in each group being an integral structure.

[0259] In this embodiment, by adjusting the connection state of each port of the first valve body and the second valve body, one or more circulation loops of the thermal management system can be connected, thereby enabling the thermal management system to achieve multiple operating modes. Exemplarily, these operating modes include, but are not limited to, simultaneous cooling mode for the passenger compartment and battery, passenger compartment cooling mode alone, battery cooling mode alone, battery natural cooling mode, electric drive natural cooling mode, simultaneous heating mode for the passenger compartment and battery, passenger compartment heating mode alone, battery heating mode alone, and heating and dehumidification mode. The working process of each of the above operating modes is described in detail below.

[0260] Figure 42 for Figure 39 The diagram shows the thermal management system 5 operating in a simultaneous cooling mode for the crew cabin and battery. (Reference) Figure 42As shown, the simultaneous cooling mode for the passenger compartment and battery is suitable for scenarios where both the passenger compartment and battery need to be cooled simultaneously under high summer temperatures. In this mode, the compressor, first expansion valve, second expansion valve, first pump and / or third pump, and second pump are activated, the heater is deactivated, the first port a1 of the first valve body is connected to the second port a2 of the first valve body, the third connecting element of the second valve body connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the fourth connecting element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body, and the ninth connecting element connects the second port b2 of the second valve body to the seventh port b3 of the second valve body. When 7 is turned on, the eleventh connecting element connects the first port b1 of the second valve body with the eighth port b8 of the second valve body, and the first circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the first expansion valve, and the evaporator), the second circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the sixth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the condenser, the radiator, the third pump, the electric drive heat exchange passage, the first pump, the heater, and the warm air core) operate simultaneously.

[0261] In the first cycle, the high-temperature, high-pressure gaseous refrigerant output from the compressor enters the second passage of the condenser. After condensation and heat exchange with the coolant in the first passage of the condenser, it becomes a low-temperature, high-pressure liquid refrigerant. Then, it expands rapidly through the first expansion valve, becoming a low-temperature, low-pressure liquid refrigerant. After that, it enters the evaporator heat exchange passage and undergoes evaporative heat exchange with the air in the passenger compartment's air supply passage. After evaporative heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle. At the same time, the air in the air supply passage, after cooling down by exchanging heat with the low-temperature refrigerant in the evaporator heat exchange passage, is delivered into the passenger compartment through the air outlet, achieving a cooling effect for the passenger compartment.

[0262] In the second cycle, the high-temperature, high-pressure gaseous refrigerant output from the compressor enters the second passage of the condenser. After condensation and heat exchange with the coolant in the first passage of the condenser, it becomes a low-temperature, high-pressure liquid refrigerant. Then, it expands rapidly through the second expansion valve and cools down to become a low-temperature, low-pressure liquid refrigerant. After that, it enters the second passage of the cooler and undergoes evaporation and heat exchange with the coolant in the first passage of the cooler. After evaporation and heat exchange, it becomes a high-temperature, low-pressure gaseous refrigerant and returns to the compressor, completing one cycle.

[0263] While the third circulation loop is running, the sixth circulation loop is also running synchronously. In the sixth circulation loop, the coolant in the first passage of the cooler exchanges heat with the low-temperature refrigerant in its second passage and then enters the battery heat exchange passage under the drive of the second pump. After exchanging heat with the battery, it returns to the first passage of the cooler. The battery then cools down by transferring heat to the coolant.

[0264] In the eleventh circulation loop, at least one of the first and third pumps is activated to drive the coolant to circulate within the loop. The coolant in the first condenser passage exchanges heat with the refrigerant in the second condenser passage, increasing its temperature. It then flows through the second port b2 and the seventh port b7 of the second valve body to the inlet of the radiator heat exchange passage. In this passage, it exchanges heat with the air flowing over the radiator surface, decreasing its temperature. It then enters the electric drive heat exchange passage, undergoes initial heat exchange with the electric drive, and then passes through the eighth port b8 and the first port b1 of the second valve body to reach the heater. After passing through the heater and the heater core, it returns to the first condenser passage to exchange heat with the high-temperature refrigerant in the second condenser passage, completing one cycle. During this process, the electric drive can dissipate heat and cool the coolant by transferring heat to the coolant. Although the coolant temperature increases after heat exchange with the electric drive, it remains relatively low, allowing the condenser to further transfer cooling energy to the refrigerant in the first and / or second circulation loops.

[0265] It should be noted that during the operation of the eleventh circulation loop, the air guiding component in the air supply duct is in the first guiding state, so that the airflow on the air inlet side of the air supply duct, after passing through the evaporator, avoids the heating core and is sent to the air outlet of the passenger compartment. At this time, the heating core and the heater are equivalent to circulation pipes, and neither of them performs heat exchange function.

[0266] Figure 43 for Figure 39 The diagram shows the thermal management system 5 operating in a crew cabin-only cooling mode. (Reference) Figure 43As shown, the crew cabin-only cooling mode is suitable for scenarios where the battery does not require cooling, but the crew cabin does. In this mode, the compressor, first expansion valve, first pump, and / or third pump are activated, while the second expansion valve, second pump, and heater are deactivated. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The ninth connecting element of the second valve body connects the second port b2 of the second valve body to the seventh port b7 of the second valve body, and the eleventh connecting element connects the first port b1 of the second valve body to the eighth port b8 of the second valve body. The first circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the first expansion valve, and the evaporator) and the eleventh circulation loop (the loop formed by connecting the first passage of the condenser, the radiator, the third pump, the electric drive heat exchange passage, the first pump, the heater, and the warm air core) operate simultaneously. The working process of the first circulation loop and the eleventh circulation loop can be referred to the relevant description of the simultaneous cooling mode of the crew cabin and the battery mentioned above, and will not be repeated here.

[0267] Figure 44 for Figure 39 The diagram shows the thermal management system 5 operating in battery-only cooling mode. (Reference) Figure 44 As shown, the battery-only cooling mode is suitable for scenarios where the passenger compartment does not require cooling, but the battery does, such as during battery fast charging. In this mode, the compressor, second expansion valve, first pump and / or third pump, and second pump are turned on; the first expansion valve and heater are turned off; the first port a1 of the first valve body is connected to the second port a2 of the first valve body; the third connecting element of the second valve body connects the fifth port b5 of the second valve body to the third port b3 of the second valve body; the fourth connecting element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body; the ninth connecting element connects the second port b2 of the second valve body to the seventh port b7 of the second valve body; and the eleventh connecting element connects the first port b1 of the second valve body to the eighth port b8 of the second valve body. The second circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the sixth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage), and the eleventh circulation loop (the loop formed by connecting the first passage of the condenser, the radiator, the third pump, the electric drive heat exchange passage, the first pump, the heater, and the warm air core) operate simultaneously. The working processes of the first, sixth, and eleventh circulation loops can be referred to in the aforementioned descriptions of the simultaneous cooling mode of the crew cabin and battery, and will not be repeated here.

[0268] Figure 45 for Figure 39 The diagram shows the thermal management system 5 operating in battery natural cooling mode. (Reference) Figure 45As shown, the battery natural cooling mode is suitable for scenarios where the passenger compartment has no cooling or heating requirements, but the battery has cooling requirements and the electric drive has heat dissipation requirements. In this mode, the compressor, first expansion valve, second expansion valve, and heater are closed, the second pump and / or third pump are turned on, the third conductor of the second valve body connects the fifth port b5 of the second valve body to the third port b3 of the second valve body, the fifth conductor connects the seventh port b7 of the second valve body to the sixth port b6 of the second valve body, the seventh conductor connects the fourth port b4 of the second valve body to the eighth port b8 of the second valve body, and the ninth circulation loop (the loop formed by connecting the radiator, the third pump, the electric drive heat exchange path, the first pump, the battery heat exchange path, and the first path of the cooler) operates.

[0269] In the ninth circulation loop, at least one of the second and third pumps is activated to drive the coolant to circulate within the loop. The low-temperature coolant output from the radiator heat exchange passage enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by it. Then, it passes through the eighth port b8 and the fourth port b4 of the second valve body into the battery heat exchange passage, where it further exchanges heat with the battery and removes the heat generated by it. The cooled coolant, now heated, passes through the third port b3 and the fifth port b5 of the second valve body into the first passage of the cooler. Finally, it returns to the radiator heat exchange passage through the first passage of the cooler, passing through the sixth port b6 and the seventh port b7 of the second valve body, where it exchanges heat with the air flowing over the radiator surface and cools down. It then returns to the electric drive heat exchange passage. During this process, the electric drive and battery achieve cooling by transferring heat to the coolant. Additionally, the first passage of the cooler in this loop can be considered a flow pipe and does not perform a heat exchange function.

[0270] Figure 46 for Figure 39 The diagram shows the thermal management system 5 operating in electric-driven natural cooling mode. (Reference) Figure 46 As shown, the electric drive natural cooling mode is suitable for scenarios where neither the crew compartment nor the battery requires cooling or heating, but the electric drive requires heat dissipation. In this mode, the compressor, first expansion valve, second expansion valve, first pump, second pump, and heater are closed, the third pump is open, and the seventh conductor of the second valve body connects the seventh port b7 of the second valve body to the eighth port b8 of the second valve body, and the eighth circulation loop (the loop formed by connecting the radiator, the third pump, and the electric drive heat exchange path) operates.

[0271] In the eighth circulation loop, the high-temperature coolant enters the radiator heat exchange path, cools down after exchanging heat with the air flowing over the radiator surface, and then enters the electric drive heat exchange path driven by the third pump. After exchanging heat with the electric drive, it returns to the radiator heat exchange path through the eighth port b8 and the seventh port b7 of the second valve body, completing one cycle. During this process, the electric drive can achieve heat dissipation and cooling by transferring heat to the coolant.

[0272] Figure 47 for Figure 39 This is a schematic diagram of the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 47 As shown, the simultaneous heating mode for the crew compartment and battery is suitable for scenarios where both the crew compartment and battery require heating, and the electric drive requires heat dissipation. In this mode, the compressor, second expansion valve, first pump and / or second pump, and third pump are activated, the first expansion valve is closed, the first valve port a1 of the first valve body is connected to the third port a3 of the first valve body, the first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body, the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, and the sixth conductive element connects the second... The eighth port b8 of the valve body is connected to the fifth port b5 of the second valve body. The eighth connecting element connects the ninth port b9 of the second valve body to the sixth port b6 of the second valve body. The second circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the fourth circulation loop (the loop formed by connecting the first passage of the condenser, the first pump, the heater, the warm air core, the second pump, and the battery heat exchange passage), and the tenth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat exchange passage) operate simultaneously. The working process of the second circulation loop can be referred to the relevant description of the simultaneous cooling mode of the crew cabin and the battery mentioned above, and will not be repeated here.

[0273] In the fourth circulation loop, the coolant in the first passage of the condenser exchanges heat with the refrigerant in the second passage of the condenser, raising its temperature. It then enters the first pump through the second port b2 and the first port b1 of the second valve body. Driven by the first pump, it passes through the heater and enters the heater core heat exchange passage, where it exchanges heat with the air in the passenger compartment's air supply duct. After cooling down, it enters the second pump through the first port a1 and the third port a3 of the first valve body. Driven by the second pump, it enters the battery heat exchange passage, where it exchanges heat with the battery and transfers heat to it. Finally, it reaches node P1 through the third port b3 and the fourth port b4 of the second valve body, returning to the first passage of the condenser from node P1, completing one cycle. During this process, the air in the air supply duct exchanges heat with the high-temperature coolant in the heater core heat exchange passage, raising its temperature, and is then sent into the passenger compartment through the air outlet, achieving a heating effect for the passenger compartment. Although the coolant temperature decreases after heat exchange with the air in the heater core and air supply channels, it is still relatively high. Therefore, it can further transfer heat to the battery through the battery heat exchange path, allowing the battery to heat up by absorbing heat from the coolant.

[0274] In the tenth circulation loop, the coolant in the first passage of the cooler exchanges heat with the refrigerant in the second passage, resulting in a temperature reduction. It then flows through the sixth port b6 and the ninth port b9 of the second valve body to node P3. Driven by the third pump, it enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by the electric drive. Finally, it returns to the first passage of the cooler through the eighth port b8 and the fifth port b5 of the second valve body. During this process, the electric drive dissipates heat and cools the coolant by transferring heat to the coolant.

[0275] In some possible implementations, the heater can be turned on or off in the simultaneous heating mode of the passenger compartment and battery, depending on the heating needs of the passenger compartment and battery. For example, when the heating needs of the passenger compartment and battery are relatively small, the heater can be turned off. In this case, all the heat required by the passenger compartment and battery is provided by the condenser, and the heater acts as a flow channel without performing a heating function. When the heating needs of the passenger compartment and battery are relatively large, the heater can be turned on. The coolant in the first passage of the condenser exchanges heat with the refrigerant in the second passage of the condenser and is heated before entering the heater for further heating. Then, it sequentially enters the heater core heat exchange passage and the battery heat exchange passage for heat exchange.

[0276] In addition to using heaters to regulate the heating temperature of the crew compartment and battery, the flow rate of coolant in the fourth circulation loop can be controlled by adjusting the power of the first and second pumps, thereby regulating the temperature of the coolant in the fourth circulation loop and thus controlling the heating temperature of the crew compartment and battery.

[0277] Figure 48 for Figure 39 This is another schematic diagram showing the thermal management system 5 operating in a simultaneous heating mode for the crew compartment and battery. (Reference) Figure 48 As shown, in this embodiment, the compressor, second expansion valve, first pump, second pump, and third pump are turned on, the first expansion valve is closed, the first valve port a1 of the first valve body is connected to the third port a3 of the first valve body, the first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body, the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, the fifth conductive element connects the seventh port b7 of the second valve body to the sixth port b6 of the second valve body, and the sixth conductive element connects the eighth port b8 of the second valve body to the fifth port b5 of the second valve body. The second circulation loop (the loop formed by connecting the second passage of the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the fourth circulation loop (the loop formed by connecting the first passage of the condenser, the first pump, the heater, the warm air core, the second pump, and the battery heat exchange passage), and the seventh circulation loop (the loop formed by connecting the first passage of the cooler, the radiator, and the electric drive heat exchange passage) operate simultaneously. The working process of the second and fourth circulation loops can be referred to the relevant descriptions of the simultaneous heating mode of the crew cabin and battery mentioned above, and will not be repeated here.

[0278] In the seventh circulation loop, the coolant in the first passage of the cooler exchanges heat with the refrigerant in the second passage, resulting in a temperature reduction. It then enters the radiator heat exchange passage through the sixth port b6 and the seventh port b7 of the second valve body. Within the radiator, it further exchanges heat with the air flowing over the radiator surface, further reducing its temperature. Driven by the third pump, it then enters the electric drive heat exchange passage, where it exchanges heat with the electric drive and removes the heat generated by the electric drive. Finally, it returns to the first passage of the cooler through the eighth port b8 and the fifth port b5 of the second valve body. During this process, the electric drive dissipates heat and cools the coolant by transferring heat to the coolant.

[0279] It can be seen that, with Figure 47 Compared to the scheme shown, the heating circuits for the crew compartment and battery remain unchanged; the difference is that... Figure 47The scheme shown utilizes the tenth circulation loop for cooling the electric drive, while this scheme uses the seventh circulation loop. By introducing a radiator, the temperature of the coolant at the inlet of the electric drive's heat exchange path can be further reduced, thus achieving better heat dissipation. In practical applications, the appropriate loop can be selected based on the electric drive's cooling requirements. Figure 47 or Figure 48 The two solutions provided will not be elaborated upon further here.

[0280] Figure 49 for Figure 39 The diagram shows the thermal management system 5 operating in crew compartment-only heating mode. (Reference) Figure 49 As shown, the crew cabin-only heating mode is suitable for scenarios where the crew cabin has heating needs and the electric drive has heat dissipation needs. The compressor, second expansion valve, first pump, and third pump are activated, the first expansion valve is closed, and the first port a1 of the first valve body is connected to the second port a2. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2, the sixth conductive element connects the eighth port b8 of the second valve body to the fifth port b5, and the eighth conductive element connects the ninth port b9 of the second valve body to the sixth port b6. The second circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the third circulation loop (the loop formed by connecting the first passage of the condenser, the first pump, the heater, and the warm air core), and the tenth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the heat exchange passage of the electric drive) operate simultaneously. The working processes of the second and tenth circulation loops can be referred to the relevant descriptions of the simultaneous heating mode for the crew cabin and battery mentioned above, and will not be repeated here.

[0281] In the third circulation loop, the coolant in the first passage of the condenser exchanges heat with the refrigerant in the second passage of the condenser, increasing its temperature. After passing through the second port b2 and the first port b1 of the second valve body, it enters the first pump. Driven by the first pump, it passes through the heater and enters the heater core heat exchange passage. There, it exchanges heat with the air in the passenger compartment's air supply duct. After cooling down, it passes through the first port a1 and the second port a2 of the first valve body and returns to the first passage of the first condenser, completing one cycle. Simultaneously, the air in the air supply duct, after exchanging heat with the high-temperature coolant in the heater core heat exchange passage, is heated and then sent into the passenger compartment through the passenger compartment's air outlet, achieving a heating effect for the passenger compartment.

[0282] When the third circulation loop is running, the heater can be turned on or off, depending on the temperature requirements of the crew cabin, and this application does not impose any restrictions on this. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0283] In some other implementation schemes, based on the heat dissipation requirements of the electric drive, the seventh circulation loop (a loop formed by connecting the first passage of the cooler, the radiator, and the heat exchange passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the crew cabin separate heating mode, the second circulation loop, the third circulation loop, and the seventh circulation loop operate simultaneously. The working process of the seventh circulation loop can also refer to the relevant description in the aforementioned crew cabin and battery simultaneous heating mode, which will not be repeated here.

[0284] In addition, under the above two separate heating modes for the passenger compartment, the second conductor of the second valve body can connect the third port b3 of the second valve body with the fourth port b4 of the second valve body. At this time, the fifth circulation loop (the loop formed by the battery heat exchange passage and the second pump) enters the operating state. The second pump drives the coolant to circulate in the fifth circulation loop. The coolant can exchange a small amount of heat with the external environment through the pipeline to meet a certain degree of cooling demand of the battery.

[0285] Figure 50 for Figure 39 The diagram shows the thermal management system 5 operating in battery-only heating mode. (Reference) Figure 50As shown, the battery-only heating mode is suitable for scenarios where the passenger compartment has no cooling or heating requirements, but the battery has heating requirements and the electric drive has heat dissipation requirements. In this mode, the compressor, second expansion valve, first pump and / or second pump, and third pump are turned on, the first expansion valve is closed, the first valve port a1 of the first valve body is connected to the third port a3 of the first valve body, the first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body, the second conductive element connects the third port b3 of the second valve body to the fourth port b4 of the second valve body, and the sixth conductive element connects... The eighth port b8 of the second valve body is connected to the fifth port b5 of the second valve body. The eighth connecting element connects the ninth port b9 of the second valve body to the sixth port b6 of the second valve body. The second circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the fourth circulation loop (the loop formed by connecting the first passage of the condenser, the first pump, the heater, the warm air core, the second pump, and the battery heat exchange passage), and the tenth circulation loop (the loop formed by connecting the first passage of the cooler, the third pump, and the electric drive heat exchange passage) operate simultaneously. The working process of the second, fourth, and tenth circulation loops can be referred to the relevant descriptions of the simultaneous heating mode of the crew cabin and the battery mentioned above, and will not be repeated here.

[0286] It's worth mentioning that in battery-only heating mode, during the operation of the fourth circulation loop, the fan in the air delivery duct can be turned off. Additionally, the airflow guide can be switched to the first airflow guide state to reduce heat exchange of the coolant within the heater core. In this state, the heater core acts as a flow pipe and does not perform heat exchange.

[0287] In some other implementation schemes, based on the heat dissipation requirements of the electric drive, the seventh circulation loop (a loop formed by connecting the first passage of the cooler, the radiator, and the heat exchange passage of the electric drive) can also be used to dissipate heat from the electric drive. In this case, in the crew cabin separate heating mode, the second circulation loop, the third circulation loop, and the seventh circulation loop operate simultaneously. The working process of the seventh circulation loop can also refer to the relevant description in the aforementioned crew cabin and battery simultaneous heating mode, which will not be repeated here.

[0288] Figure 51 for Figure 39 This is a schematic diagram of the thermal management system 5 operating in heating and dehumidification mode. (Reference) Figure 51As shown, the heating and dehumidification mode is suitable for scenarios where the passenger compartment requires heating and dehumidification, and the battery requires cooling, such as during spring and autumn, long-term driving in winter, and idling while charging in winter. In this mode, the compressor, first expansion valve, second expansion valve, first pump, and second pump are activated. The first port a1 of the first valve body is connected to the second port a2 of the first valve body. The first conductive element of the second valve body connects the first port b1 of the second valve body to the second port b2 of the second valve body. The third conductive element connects the fifth port b5 of the second valve body to the third port b3 of the second valve body. The fourth conductive element connects the sixth port b6 of the second valve body to the fourth port b4 of the second valve body. The first circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the first expansion valve, and the evaporator), the second circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the second expansion valve, and the second passage of the cooler), the third circulation loop (the loop formed by connecting the first passage of the condenser, the first pump, the heater, and the warm air core), and the sixth circulation loop (the loop formed by connecting the first passage of the cooler, the second pump, and the battery heat exchange passage) operate simultaneously. The working processes of the first, second, third, and sixth circulation loops can be referred to the relevant descriptions of the simultaneous cooling of the crew cabin and battery and the simultaneous heating of the crew cabin and battery mentioned above, and will not be repeated here.

[0289] As mentioned earlier, within the air supply duct, the evaporator is located upstream of the heater core. When the first and third circulation loops are running, the air in the air supply duct first exchanges heat with the low-temperature refrigerant in the evaporator's heat exchange path, causing the moisture in the air to condense and be discharged from the vehicle's condensate drain pipe. Then, the dried air exchanges heat with the high-temperature coolant in the downstream heater core's heat exchange path, raising its temperature. Finally, it is delivered to the passenger compartment through the air outlet. In other words, when the first and third circulation loops run simultaneously, the air in the air supply duct can be dehumidified first and then heated, ultimately achieving the heating and dehumidification functions of the passenger compartment.

[0290] Furthermore, in the crew cabin heating and dehumidification mode, the heater can be turned on or off, depending on the temperature requirements of the crew cabin; this application does not impose any restrictions on this. It is worth mentioning that when the heater is on, its heating temperature can be controlled by adjusting the heater's power, thereby enabling more precise temperature regulation of the crew cabin.

[0291] In some possible implementations, under the crew cabin heating and dehumidification mode, if the electric drive requires heat dissipation, the third pump can be activated. The seventh conductor of the second valve body connects the seventh port b7 to the eighth port b8 of the second valve body, thus putting the eighth circulation loop, formed by the radiator, the third pump, and the electric drive heat exchange path, into operation. The operation process of the eighth circulation loop can be referred to the aforementioned description under the electric drive natural cooling mode, and will not be repeated here.

[0292] Figure 52 for Figure 39 Another schematic diagram of the thermal management system 5 shown in heating and dehumidification mode. (Reference) Figure 52 As shown, this implementation scheme is applicable to scenarios where the passenger compartment requires heating and dehumidification, but the battery does not require cooling or heating. In this mode, the compressor, the first expansion valve, the first pump, and / or the third pump are turned on, while the second expansion valve and the second pump are turned off. When the first port a1 of the first valve body is connected to the second port a2 of the first valve body, the tenth connecting element of the second valve body connects the second port b2 of the second valve body to the ninth port b9 of the second valve body, and the eleventh connecting element connects the first port b1 of the second valve body to the eighth port b8 of the second valve body. The first circulation loop (the loop formed by connecting the compressor, the second passage of the condenser, the first expansion valve, and the evaporator) and the twelfth circulation loop (the loop formed by connecting the first passage of the condenser, the third pump, the electric drive heat exchange passage, the first pump, the heater, and the warm air core) operate simultaneously.

[0293] In the twelfth circulation loop, at least one of the first and third pumps is activated to drive the coolant to circulate within the loop. The coolant in the first passage of the condenser exchanges heat with the refrigerant in the second passage, increasing its temperature. It then flows through the second port b2 and the ninth port b9 of the second valve body to the electric drive heat exchange passage, where it exchanges heat with the electric drive and increases its temperature. Afterward, it passes through the eighth port b8 and the first port b1 of the second valve body to reach the heater. After passing through the heater and the heater core, it returns to the first passage of the condenser to exchange heat with the high-temperature refrigerant in the second passage, completing one cycle. During this process, the coolant first exchanges heat with the refrigerant in the second passage of the condenser, increasing its temperature. Then, it enters the electric drive heat exchange passage. Compared to the temperature of the electric drive, the coolant entering the electric drive heat exchange passage is relatively cooler. Therefore, the coolant can further exchange heat with the electric drive within the electric drive heat exchange passage. The electric drive dissipates heat and cools the coolant by transferring heat to the coolant, while the coolant absorbs heat from the electric drive, further increasing its temperature. It is evident that the twelfth cycle circuit can make full use of the waste heat generated during electric drive operation, thereby reducing energy waste in the vehicle.

[0294] Figure 53This is a schematic diagram illustrating another connection method of the thermal management system 5 in a vehicle according to an embodiment of this application. Figure 54 for Figure 53 A schematic diagram of a thermal management system 5 is shown. (See also...) Figure 53 and Figure 54 As shown, in this embodiment, the thermal management system may include a thermal management component, a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump, etc., and the structure and arrangement of each of the above components can be referred to Figure 39 The embodiments shown are configured accordingly, so these components will not be described in detail here.

[0295] and Figure 39 Unlike the embodiments shown, in this application embodiment, the thermal management system further includes a gas-liquid separator, which can be installed at the compressor inlet to separate the liquid refrigerant at the compressor inlet, thereby reducing the amount of liquid refrigerant entering the compressor. It can also store excess refrigerant to meet the refrigerant demand of the thermal management system in different operating modes, ensuring that the refrigerant in the first circulation loop and / or the second circulation loop is always at an optimal flow rate, and improving the reliability and stability of the thermal management system.

[0296] Figure 55 for Figure 53 Another schematic diagram of the thermal management system 5 shown. (Reference) Figure 55 As shown, in this embodiment, the thermal management system may include a thermal management component, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, and a third pump, etc., and the structure and arrangement of the above components are similar to those of the previous embodiment. Figure 54 The embodiments shown are basically the same, and these components will not be described in detail here. The difference is that the thermal management system in this embodiment does not include a compressor, that is, the compressor can be set up independently of the above components. By decoupling the compressor from the above components of the thermal management system, it is beneficial to reduce the difficulty of arranging the thermal management system and the compressor in the vehicle.

[0297] exist Figures 53 to 55 In the illustrated embodiment, the thermal management system also has the following characteristics: Figure 39The eleven circulation loops in the illustrated embodiment can be activated by adjusting the connection status of each port of the first valve body and the second valve body, enabling the thermal management system to achieve multiple operating modes, such as simultaneous cooling mode of the passenger compartment and battery, cooling mode of the passenger compartment alone, cooling mode of the battery alone, natural cooling mode of the battery, natural cooling mode of the electric drive, heating mode of the passenger compartment and battery simultaneously, heating mode of the passenger compartment alone, heating mode of the battery alone, and heating and dehumidification mode. The specific working process of each operating mode can be referred to the description in the foregoing embodiments, and will not be repeated here.

[0298] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A thermal management component, characterized in that, The system includes a first valve body and a second valve body. The first valve body includes a first port, a second port, and a third port. The second valve body includes a first port, a second port, a third port, and a fourth port. A valve core is disposed within the first valve body, which is used to connect the first port of the first valve body to the second port of the first valve body, and / or connect the first port of the first valve body to the third port of the first valve body. A first conductive element is disposed between the first port and the second port of the second valve body, which is used to connect or close the first port and the second port of the second valve body. A second conductive element is disposed between the third port and the fourth port of the second valve body, which is used to connect or close the third port and the fourth port of the second valve body. The first port and the third port of the first valve body are respectively connected to the battery heat exchange passage, the second port of the first valve body is connected to the first port of the second valve body, the second port and the third port of the second valve body are respectively connected to the first passage of the cooler, and the fourth port of the second valve body is connected to the third port of the first valve body.

2. The thermal management component as claimed in claim 1, characterized in that, The second valve body further includes a fifth port and a sixth port. A third conductive element is provided between the fifth port and the third port of the second valve body. The third conductive element is used to open or close the fifth port and the third port of the second valve body. A fourth conductive element is provided between the sixth port and the second port of the second valve body. The fourth conductive element is used to open or close the sixth port and the second port of the second valve body. The fifth port and the sixth port of the second valve body are respectively used to connect with the first passage assembly formed by the heat exchange passage of the radiator and the heat exchange passage of the electric drive.

3. The thermal management component as described in claim 2, characterized in that, A fifth conductive element is provided between the fifth port and the sixth port of the second valve body, and the fifth conductive element is used to open or close the fifth port and the sixth port of the second valve body.

4. The thermal management component as described in claim 2, characterized in that, The second valve body also includes a seventh port, and a sixth conductive element is provided between the seventh port and the third port of the second valve body. The sixth conductive element is used to open or close the seventh port and the third port of the second valve body. The sixth port and the seventh port of the second valve body are respectively used to connect with the electric drive heat exchange passage.

5. The thermal management component as described in claim 2, characterized in that, A seventh conductive element is provided between the fourth port and the sixth port of the second valve body, and the seventh conductive element is used to open or close the fourth port and the sixth port of the second valve body. The sixth port and the fourth port of the second valve body are used to connect the electric drive heat exchange passage to the third port of the first valve body.

6. The thermal management component according to any one of claims 1 to 5, characterized in that, The second valve body further includes an eighth port and a ninth port. An eighth conductive element is provided between the eighth port and the fourth port of the second valve body. The eighth conductive element is used to open or close the eighth port and the fourth port of the second valve body. A ninth conductive element is provided between the ninth port and the first port of the second valve body. The ninth conductive element is used to open or close the ninth port and the first port of the second valve body. The eighth port and the ninth port of the second valve body are respectively used to connect to the first passage of the first condenser.

7. The thermal management component according to any one of claims 1 to 5, characterized in that, The first valve body is disposed between the outlet of the battery heat exchange passage and the first port of the second valve body. The first port of the first valve body is connected to the outlet of the battery heat exchange passage, the second port of the first valve body is connected to the first port of the second valve body, and the third port of the first valve body is connected to the inlet of the battery heat exchange passage.

8. The thermal management component according to any one of claims 1 to 5, characterized in that, The first valve body is disposed between the inlet of the battery heat exchange passage and the fourth port of the second valve body. The first port of the first valve body is connected to the inlet of the battery heat exchange passage, the second port of the first valve body is connected to the fourth port of the second valve body, and the third port of the first valve body is connected to the outlet of the battery heat exchange passage.

9. The thermal management component according to any one of claims 1 to 5, characterized in that, The first conductive element and the second conductive element are an integral structure; or, the first conductive element and the second conductive element are independent structures.

10. The thermal management component according to any one of claims 1 to 5, characterized in that, The first valve body is an electric three-way valve.

11. A thermal management system, characterized in that, The system includes a compressor, a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and a thermal management assembly as described in any one of claims 1 to 10, wherein the first condenser has a first passage and a second passage isolated from each other, and the cooler has a first passage and a second passage isolated from each other, wherein... The inlet of the first passage of the first condenser is connected to the outlet of the heat exchange passage of the warm air core, and the outlet of the first passage of the first condenser is connected to the inlet of the heat exchange passage of the warm air core; the inlet of the second passage of the first condenser is connected to the outlet of the compressor, and the outlet of the second passage of the first condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve respectively; the outlet of the first expansion valve is connected to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is connected to the inlet of the compressor via the second passage of the cooler; the inlet of the second passage of the cooler is connected to the second port of the second valve body, and the outlet of the second passage of the cooler is connected to the third port of the second valve body; The first pump is used to connect to the heat exchange passage of the warm air core; The second pump is used to connect to the battery heat exchange passage; The third pump is used to connect to the electric drive heat exchange path.

12. A thermal management system, characterized in that, The system includes a first condenser, a first expansion valve, a second expansion valve, a cooler, a first pump, a second pump, a third pump, and a thermal management assembly as described in any one of claims 1 to 10, wherein the first condenser has a first and a second passage isolated from each other, and the cooler has a first and a second passage isolated from each other, wherein... The outlet of the first passage of the first condenser is connected to the inlet of the heat exchange passage of the warm air core, and the inlet of the first passage of the first condenser is connected to the outlet of the heat exchange passage of the warm air core; the inlet of the second passage of the first condenser is connected to the outlet of the compressor, and the outlet of the second passage of the first condenser is connected to the inlet of the first expansion valve and the inlet of the second expansion valve respectively; the outlet of the first expansion valve is connected to the inlet of the compressor via the evaporator, and the outlet of the second expansion valve is connected to the inlet of the compressor via the second passage of the cooler. The first pump is used to connect to the heat exchange passage of the warm air core; The second pump is used to connect to the battery heat exchange passage; The third pump is used to connect to the electric drive heat exchange path.

13. The thermal management system as described in claim 11 or 12, characterized in that, The thermal management system further includes a heater, the inlet of which is connected to the outlet of the first passage of the first condenser, and the outlet of which is connected to the inlet of the heat exchange passage of the warm air core.

14. The thermal management system as described in claim 13, characterized in that, When the second valve body also includes an eighth port and a ninth port, the outlet of the heater is also connected to the eighth port of the second valve body, and the inlet of the first passage of the first condenser is also connected to the ninth port of the second valve body.

15. The thermal management system as described in claim 14, characterized in that, The first pump is located between the outlet of the heater and the inlet of the heat exchange passage of the warm air core.

16. The thermal management system as described in claim 14, characterized in that, The thermal management system further includes a first one-way valve, the inlet of which is connected to the outlet of the heat exchange passage of the warm air core, and the outlet of which is connected to the inlet of the first passage of the first condenser.

17. The thermal management system as described in claim 11 or 12, characterized in that, The second pump is disposed between the third port of the first valve body and the inlet of the battery heat exchange passage; or, the second pump is disposed between the outlet of the battery heat exchange passage and the first port of the first valve body.

18. The thermal management system as described in claim 11 or 12, characterized in that, The thermal management system further includes a first switching valve, a second switching valve, a second check valve, and a third check valve; The first switching valve is located between the outlet of the compressor and the inlet of the second passage of the first condenser; The second switching valve is located between the outlet of the compressor and the inlet of the heat exchange passage of the second condenser; The inlet of the second check valve is connected to the outlet of the second passage of the first condenser, and the outlet of the second check valve is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively. The inlet of the third check valve is connected to the outlet of the heat exchange passage of the second condenser, and the outlet of the second check valve is connected to the inlet of the first expansion valve and the inlet of the second expansion valve, respectively.

19. The thermal management system as described in claim 11 or 12, characterized in that, The thermal management system further includes a first liquid storage tank, which is located at the outlet of the second passage of the first condenser.

20. The thermal management system as described in claim 11 or 12, characterized in that, The thermal management system also includes a gas-liquid separator, which is located at the inlet of the compressor.

21. A vehicle, characterized in that, It includes a crew compartment, a battery, an electric drive, and a thermal management system as described in any one of claims 11 to 20, the thermal management system being used for thermal management of the crew compartment, the battery, and the electric drive.

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