Thermal management system and vehicle

Abstract

The present invention discloses a thermal management system and vehicle. The thermal management system includes a refrigerant circuit unit and a water circuit unit that cooperate with each other. The refrigerant circuit unit includes a compressor, a refrigerant valve, a battery heater, a battery cooler, an outdoor unit, an indoor unit, a first evaporator, and a second evaporator. The water circuit unit includes a battery heater, a battery cooler, a water valve, a battery assembly, an electric drive assembly, and a low-temperature radiator. The solution provided by the present invention can improve the system energy efficiency while controlling production costs through the cooperation of the refrigerant circuit unit and the water circuit unit, thereby meeting the vehicle's heating and cooling needs and enhancing the user experience.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engineering, and in particular to a thermal management system and a vehicle. Background Art

[0002] The vehicle thermal management system is a system used to control and regulate the temperature of various vehicle components to ensure that the vehicle can operate efficiently, stably and safely under various operating conditions and environmental conditions.

[0003] Currently, thermal management systems can be divided into three categories based on their structural characteristics: the first focuses on achieving thermal management through a combination of refrigerant-side circuits, with relatively clear boundaries separating the refrigerant and water sides. The second focuses on efficiently utilizing the potential energy of batteries and motors to open up the entire vehicle's energy cycle, often accompanied by indirect heat exchange solutions. The third focuses on energy consumption, emphasizing the coordination of the refrigerant and water sides, without clear boundaries. These systems typically have a high degree of heat exchange between the refrigerant and water sides. However, most of these three types of thermal management systems suffer from low energy efficiency and complex architectures that lead to high production costs. Summary of the Invention

[0004] The present invention provides a thermal management system and a vehicle, which can improve the system energy efficiency while controlling production costs through the mutual cooperation of a refrigerant circuit unit and a water circuit unit, thereby meeting the heating and cooling needs of the vehicle and improving the user experience.

[0005] According to one aspect of the present invention, a thermal management system is provided, comprising: a refrigerant circuit unit and a water circuit unit that cooperate with each other; wherein the refrigerant circuit unit comprises a compressor, a refrigerant valve, a battery heater, a battery cooler, an outdoor unit, an indoor unit, a first evaporator and a second evaporator; the outlet of the compressor is respectively connected to the A port of the refrigerant valve and one end of the indoor unit, and the other end of the indoor unit is connected to the I port of the refrigerant valve; the two ends of the outdoor unit are respectively connected to the D port and the G port of the refrigerant valve; one end of the first evaporator is connected to the F port of the refrigerant valve through the first control valve, and one end of the second evaporator is connected to the C port of the refrigerant valve, and the other ends of the first evaporator and the second evaporator are both connected to the inlet of the compressor; the two ends of the battery heater side are respectively connected to the B port and the F port of the refrigerant valve; the battery cooler One end of the agent side is connected to the E port of the refrigerant valve, and the other end is connected to the F port of the refrigerant valve through the second control valve; the F port and H port of the refrigerant valve are connected through the third control valve; the inlet of the compressor is also connected to the E port of the refrigerant valve; the water circuit unit includes a battery heater, a battery cooler, a water valve, a battery assembly, an electric drive assembly and a low-temperature radiator; the two ends of the water side of the battery cooler are respectively connected to the A port and B port of the water valve; the two ends of the low-temperature radiator are respectively connected to the C port and D port of the water valve; one end of the battery assembly is connected to the E port of the water valve, and the other end is connected to one end of the water side of the battery heater, and the other end of the water side of the battery heater is connected to the F port of the water valve through the battery water pump; the G port of the water valve is connected to one end of the electric drive assembly, and the other end of the electric drive assembly is connected to the D port of the water valve through the electric drive water pump.

[0006] Optionally, the refrigerant circuit unit also includes: a gas-liquid separator, two pressure sensors and a temperature sensor; wherein, the gas-liquid separator is arranged on the inlet side of the compressor, and the two pressure sensors are respectively arranged on the inlet and outlet sides of the compressor; the temperature sensor is arranged between the F port of the refrigerant valve and the second control valve.

[0007] Optionally, the inlet and outlet of the compressor are connected via a fourth control valve.

[0008] Optionally, the water circuit unit further includes: at least one expansion kettle; when the number of the expansion kettle is one, the first port of the expansion kettle is connected to the other end of the battery assembly, and the second port and the third port are respectively connected to the two ends of the electric drive assembly.

[0009] Optionally, the thermal management system also includes an air duct unit; wherein the air duct unit includes a first blower, a second blower, a second heater and a cooling fan; the first blower is arranged on one side of the first evaporator, the second blower is arranged on one side of the second evaporator, and the second heater is arranged on the other side of the second evaporator; the cooling fan is arranged on one side of the outdoor unit.

[0010] Optionally, the air duct unit further includes: at least one of an active air intake grille and a first heater; the active air intake grille is arranged on one side of the low-temperature radiator; and the first heater is arranged on one side of the indoor unit.

[0011] Optionally, the working modes of the refrigerant circuit unit include: cooling mode, a first heating mode and a second heating mode; when the refrigerant circuit unit is in cooling mode, the flow direction of the refrigerant in the refrigerant valve is from port A to port D, from port I to port D, from port G to port F, and from port H to port C; when the refrigerant circuit unit is in the first heating mode, the flow direction of the refrigerant in the refrigerant valve is from port D to port E, from port H to port G, and from port I to port B; when the refrigerant circuit unit is in the second heating mode, the flow direction of the refrigerant in the refrigerant valve is from port D to port E, from port I to port F, from port H to port G, and from port H to port C.

[0012] Optionally, the working modes of the water circuit unit include: a first water circuit mode, a second water circuit mode, a third water circuit mode, a fourth water circuit mode and a fifth water circuit mode; when the water circuit unit is in the first water circuit mode, the D port and the E port of the water valve are connected, and the F port and the G port are connected; when the water circuit unit is in the second water circuit mode, the A port and the E port of the water valve are connected, the B port and the F port are connected, and the C port and the G port are connected; when the water circuit unit is in the third water circuit mode, the A port and the G port of the water valve are connected, the B port and the D port are connected, and the E port and the F port are connected; when the water circuit unit is in the fourth water circuit mode, the C port and the E port of the water valve are connected, and the F port and the G port are connected; when the water circuit unit is in the fifth water circuit mode, the A port and the E port of the water valve are connected, the B port and the F port are connected, and the D port and the G port are connected.

[0013] Optionally, under preset operating conditions, the inlet specific enthalpy of the outdoor unit decreases, the outdoor unit absorbs additional heat, and transfers the additional absorbed heat to the battery heater, so that the enthalpy difference of the battery heater increases, and the battery heater heats the battery assembly.

[0014] Optionally, when the temperature of the battery assembly is greater than a preset threshold, the battery cooler is turned on to absorb the heat of the battery assembly and transfer the heat to the indoor unit, and the enthalpy difference of the compressor is reduced to reduce the energy consumption of the compressor.

[0015] According to another aspect of the present invention, a vehicle is provided, comprising the thermal management system according to any one of the embodiments of the present invention.

[0016] The technical solution of the embodiment of the present invention is to design the architecture of the thermal management system so that the thermal management system includes a refrigerant circuit unit and a water circuit unit that cooperate with each other. The refrigerant circuit unit includes a compressor, a refrigerant valve, a battery heater, a battery cooler, an outdoor unit, an indoor unit, a first evaporator, and a second evaporator; the outlet of the compressor is respectively connected to the A port of the refrigerant valve and one end of the indoor unit, and the other end of the indoor unit is connected to the I port of the refrigerant valve; the two ends of the outdoor unit are respectively connected to the D port and the G port of the refrigerant valve; one end of the first evaporator is connected to the F port of the refrigerant valve through the first control valve, and one end of the second evaporator is connected to the C port of the refrigerant valve, and the other ends of the first evaporator and the second evaporator are both connected to the inlet of the compressor; the two ends of the battery heater agent side are respectively connected to the B port and the F port of the refrigerant valve; one end of the battery cooler agent side is connected to the E port of the refrigerant valve, and the other end is connected to the C port of the refrigerant valve through the second The control valve is connected to port F of the refrigerant valve; ports F and H of the refrigerant valve are connected via a third control valve; the compressor inlet is also connected to port E of the refrigerant valve. The water circuit unit includes a battery heater, a battery cooler, a water valve, a battery assembly, an electric drive assembly, and a low-temperature radiator. The battery cooler's water side is connected to ports A and B of the water valve, respectively; the low-temperature radiator's water side is connected to ports C and D of the water valve, respectively. One end of the battery assembly is connected to port E of the water valve, and the other end is connected to one end of the battery heater's water side. The other end of the battery heater's water side is connected to port F of the water valve via a battery water pump. Port G of the water valve is connected to one end of the electric drive assembly, and the other end of the electric drive assembly is connected to port D of the water valve via an electric water pump. By controlling the refrigerant and water valves, different cooling / heating modes can be achieved while improving the system's energy efficiency, thereby meeting the vehicle's different heating and cooling needs and enhancing the user experience. Furthermore, this thermal management system uses fewer components, which can reduce production costs and facilitate widespread application.

[0017] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 This is a schematic structural diagram of a thermal management system provided by an embodiment of the present invention;

[0020] Figure 2is a schematic structural diagram of another thermal management system provided by an embodiment of the present invention;

[0021] Figure 3 This is a schematic structural diagram of another thermal management system provided by an embodiment of the present invention;

[0022] Figure 4 Schematic diagram of the operation of the refrigerant circuit unit in cooling mode provided by an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of the operation of the refrigerant circuit unit provided by an embodiment of the present invention in the first heating mode;

[0024] Figure 6 2 is a schematic diagram of the operation of the refrigerant circuit unit provided by an embodiment of the present invention in the second heating mode;

[0025] Figure 7 2 is a schematic diagram showing the operation of the water circuit unit provided by an embodiment of the present invention in the first water circuit mode;

[0026] Figure 8 2 is a schematic diagram of the operation of the water circuit unit provided by an embodiment of the present invention in the second water circuit mode;

[0027] Figure 9 2 is a schematic diagram showing the operation of the water circuit unit provided by an embodiment of the present invention in the third water circuit mode;

[0028] Figure 10 2 is a schematic diagram showing the operation of the water circuit unit provided by an embodiment of the present invention in the fourth water circuit mode;

[0029] Figure 11 2 is a schematic diagram showing the operation of the water circuit unit provided by an embodiment of the present invention in the fifth water circuit mode;

[0030] Figure 12 Schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a need for cooling the passenger compartment;

[0031] Figure 13 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when both passenger compartment cooling and battery cooling are required;

[0032] Figure 14 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery cooling is required;

[0033] Figure 15 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when the passenger compartment is heated under low temperature conditions or when both the passenger compartment and battery heating are required;

[0034] Figure 16This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when heating the passenger compartment or heating the passenger compartment and battery in ultra-low temperature conditions;

[0035] Figure 17 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a need to heat the passenger compartment;

[0036] Figure 18 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery heating is required under low temperature conditions;

[0037] Figure 19 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery heating is required under ultra-low temperature conditions;

[0038] Figure 20 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when a battery heating requirement is met under active motor heating;

[0039] Figure 21 Schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a demand for heating and cooling the passenger compartment without a demand for rear air conditioning;

[0040] Figure 22 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a demand for heating and cooling the passenger compartment with a demand for rear air conditioning;

[0041] Figure 23 This is a pressure-enthalpy diagram state provided by an embodiment of the present invention;

[0042] Figure 24 This is another pressure-enthalpy diagram state provided by an embodiment of the present invention.

[0043] Reference numerals:

[0044] 101-compressor; 102-refrigerant valve; 103-battery heater; 104-battery cooler; 105-outdoor unit; 106-indoor unit; 107-first evaporator; 108-second evaporator; 109-first control valve; 110-second control valve; 111-third control valve; 112-pressure sensor; 113-gas-liquid separator; 114-temperature sensor; 115-fourth control valve; 201-water valve; 202-battery assembly; 203-electric drive assembly; 204-low-temperature radiator; 205-battery water pump; 206-electric drive water pump; 207-expansion kettle; 301-first blower; 302-second blower; 303-second heater; 304-cooling fan; 305-active air intake grille; 306-first heater. DETAILED DESCRIPTION

[0045] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0046] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0047] Figure 1 FIG. 1 is a schematic diagram of a thermal management system provided by an embodiment of the present invention. Figure 1 As shown, the thermal management system includes a refrigerant circuit unit and a water circuit unit that cooperate with each other.

[0048] Specifically, the refrigerant circuit unit includes a compressor 101, a refrigerant valve 102, a battery heater 103, a battery cooler 104, an outdoor unit 105, an indoor unit 106, a first evaporator 107 (also known as a front evaporator), and a second evaporator 108 (also known as a rear evaporator). The outlet of the compressor 101 is connected to the A port of the refrigerant valve 102 and one end of the indoor unit 106, respectively. The other end of the indoor unit 106 is connected to the I port of the refrigerant valve 102; the two ends of the outdoor unit 105 are connected to the D port and the G port of the refrigerant valve 102, respectively; one end of the first evaporator 107 is connected to the F port of the refrigerant valve 102 through the first control valve 109, and one end of the second evaporator 108 is connected to the C port of the refrigerant valve 102. The first evaporator 107 and the second evaporator 108 are connected to the C port of the refrigerant valve 102. The other end of the generator 108 is connected to the inlet of the compressor 101; the two ends of the agent side of the battery heater 103 are respectively connected to the B port and the F port of the refrigerant valve 102; one end of the agent side of the battery cooler 104 is connected to the E port of the refrigerant valve 102, and the other end is connected to the F port of the refrigerant valve 102 through the second control valve 110; the F port and the H port of the refrigerant valve 102 are connected through the third control valve 111; the inlet of the compressor 101 is also connected to the E port of the refrigerant valve 102.

[0049] The water circuit unit includes a battery heater 103, a battery cooler 104, a water valve 201, a battery assembly 202, an electric drive assembly 203 and a low-temperature radiator 204; the two ends of the water side of the battery cooler 104 are respectively connected to the A port and the B port of the water valve 201; the two ends of the low-temperature radiator 204 are respectively connected to the C port and the D port of the water valve 201; one end of the battery assembly 202 is connected to the E port of the water valve 201, and the other end is connected to one end of the water side of the battery heater 103, and the other end of the water side of the battery heater 103 is connected to the F port of the water valve 201 through the battery water pump 205; the G port of the water valve 201 is connected to one end of the electric drive assembly 203, and the other end of the electric drive assembly 203 is connected to the D port of the water valve 201 through the electric drive water pump 206.

[0050] Continue to refer Figure 1 Optionally, the refrigerant circuit unit further includes: a gas-liquid separator 113 , a pressure sensor 112 and a temperature sensor 114 .

[0051] Specifically, the gas-liquid separator 113 is arranged between the inlet of the compressor 101 and the E port of the refrigerant valve 102, and close to the inlet side of the compressor 101. The gas-liquid separator 113 can ensure that the refrigerant entering the compressor 101 is in a gaseous state, avoid liquid hammer caused by liquid refrigerant entering the compressor 101, protect the internal components of the compressor 101, and ensure the normal operation and service life of the compressor 101.

[0052] There can be two pressure sensors 112. These two pressure sensors 112 are respectively provided at the inlet and outlet sides of the compressor 101. The pressure sensor 112 provided at the inlet of the compressor 101 is used to detect the suction pressure of the compressor 101, and the pressure sensor 112 provided at the outlet of the compressor 101 is used to detect the exhaust pressure of the compressor 101 to ensure the normal operation of the compressor 101.

[0053] There can be at least one temperature sensor 114 , which can be located at any port of the refrigerant valve 102 to detect the temperature of the corresponding port of the refrigerant valve 102 . Preferably, there can be only one temperature sensor 114 to reduce the number of components in the thermal management system and save production and maintenance costs. When there is only one temperature sensor 114 , the temperature sensor 114 can be located between port F of the refrigerant valve 102 and the second control valve 110 .

[0054] Continue to refer Figure 1Optionally, the water circuit unit also includes at least one expansion tank 207 (also known as an auxiliary water tank or coolant expansion tank). Expansion tank 207 can be used to: accommodate excess coolant volume due to thermal expansion, preventing overflow; release and absorb system pressure; allow for timely refilling of the coolant through expansion tank 207 when the coolant level drops; and precipitate impurities and separate air.

[0055] Optionally, when there is only one expansion kettle 207 , the first port of the expansion kettle 207 is connected to the other end of the battery assembly 202 , and the second port and the third port are respectively connected to the two ends of the electric drive assembly 203 .

[0056] Based on the above thermal management system, Figure 2 FIG. 1 is a schematic diagram of another thermal management system provided by an embodiment of the present invention. Figure 2 As shown, the inlet and outlet of the compressor 101 are connected through the fourth control valve 115. The fourth control valve 115 can prevent liquid hammer, adjust the load, and balance the pressure, thereby protecting the compressor 101 and improving the stability and reliability of the system.

[0057] Based on the above thermal management system, Figure 3 This is a schematic diagram of the structure of another thermal management system provided by an embodiment of the present invention. Figure 3 As shown, the thermal management system further includes an air path unit.

[0058] Specifically, the air duct unit includes a first blower 301, a second blower 302, a second heater 303 and a cooling fan 304; the first blower 301 is arranged on one side of the first evaporator 107, the second blower 302 is arranged on one side of the second evaporator 108, and the second heater 303 is arranged on the other side of the second evaporator 108; the cooling fan 304 is arranged on one side of the outdoor unit 105.

[0059] Optionally, the air duct unit may further include: at least one of an active air intake grille 305 and a first heater 306 . The active air intake grille 305 is disposed on one side of the low-temperature radiator 204 ; and the first heater 306 is disposed on one side of the indoor unit 106 .

[0060] The heat management system can be used to supplement heat and cool down through the air duct unit, which can save costs compared to water heaters.

[0061] In one embodiment, the control valves mentioned in the present invention (such as the first control valve 109 , the second control valve 110 , the third control valve 111 , and the fourth control valve 115 ) may be electronic expansion valves.

[0062] In one embodiment, the refrigerant circuit unit may have three operating modes: a cooling mode, a first heating mode, and a second heating mode.

[0063] Figure 4 FIG. 1 is a schematic diagram showing the operation of the refrigerant circuit unit in the cooling mode provided by an embodiment of the present invention. Figure 4 As shown, when the refrigerant circuit unit is in cooling mode, the refrigerant in the refrigerant valve 102 flows from port A to port D, from port I to port D, from port G to port F, and from port H to port C. Specifically, the complete flow direction of the refrigerant in the refrigerant circuit unit is as follows: after flowing out of the outlet of the compressor 101, the refrigerant is divided into two parts, one part flows into port A of the refrigerant valve 102, and the other part passes through the indoor unit 106 and flows into port I of the refrigerant valve 102. Here, both parts of the refrigerant flow out from port D, pass through the outdoor unit 105, and then flow into port F of the refrigerant valve 102 and out. The refrigerant flowing out of port F is divided into three parts. The first part passes through second control valve 110 and battery cooler 104, returning to the inlet of compressor 101. The second part passes through first control valve 109 and first evaporator 107, returning to the inlet of compressor 101. The third part passes through third control valve 111, flows from port H of refrigerant valve 102, exits port C, and then passes through second evaporator 108 before returning to the inlet of compressor 101. When the refrigerant circuit unit is in cooling mode, first control valve 109, second control valve 110, and third control valve 111 are all open. The refrigerant can exchange heat with the outside air at outdoor unit 105, indoor unit 106, first evaporator 107, and second evaporator 108, absorbing external heat and achieving cooling. For example, this can cool the passenger compartment, cool the battery, or both.

[0064] Figure 5 Schematic diagram of the operation of the refrigerant circuit unit in the first heating mode provided by the embodiment of the present invention. Figure 5As shown, when the refrigerant circuit unit is in the first heating mode, the refrigerant in the refrigerant valve 102 flows from port D to port E, from port H to port G, and from port I to port B. Specifically, the complete flow of the refrigerant in the refrigerant circuit unit is as follows: after flowing out of the outlet of the compressor 101, the refrigerant is divided into two parts. One part passes through the fourth control valve 115 and returns to the inlet of the compressor 101; the other part passes through the indoor unit 106 and flows from port I of the refrigerant valve 102 to port B. The refrigerant flowing out of port B passes through the battery heater 103 and is divided into three parts. The first part passes through the second control valve 110 and the battery cooler 104 in sequence before returning to the inlet of the compressor 101. The second part passes through the first control valve 109 and the first evaporator 107 in sequence before returning to the inlet of the compressor 101. The third part passes through the third control valve 111 and flows from port H of the refrigerant valve 102 to port G. After passing through the outdoor unit 105, it flows from port D of the refrigerant valve 102 to port E, finally returning to the inlet of the compressor 101. When the refrigerant circuit unit is in the first heating mode, the first control valve 109, the second control valve 110, the third control valve 111, and the fourth control valve 115 are all open. The refrigerant can exchange heat with the outside air at the outdoor unit 105, the indoor unit 106, and the first evaporator 107, releasing heat to the outside, thereby achieving the purpose of heating and simultaneously heating the battery. For example, heating of the passenger compartment is achieved, or heating of the battery is achieved, or heating of the passenger compartment and heating of the battery are achieved simultaneously.

[0065] Furthermore, when the refrigerant circuit unit is in the first heating mode, it is more suitable for various heating conditions below 0 degrees.

[0066] Figure 6 Schematic diagram of the operation of the refrigerant circuit unit in the second heating mode provided by the embodiment of the present invention. Figure 6As shown, when the refrigerant circuit unit is in the second heating mode, the refrigerant in the refrigerant valve 102 flows from port D to port E, from port I to port F, from port H to port G, and from port H to port C. Specifically, the complete flow of the refrigerant in the refrigerant circuit unit is as follows: after flowing out of the outlet of the compressor 101, the refrigerant is divided into two parts. One part passes through the fourth control valve 115 and returns to the inlet of the compressor 101; the other part passes through the indoor unit 106 and flows from port I of the refrigerant valve 102 to port F. The refrigerant flowing out from the F port is divided into three parts. The first part passes through the second control valve 110 and the battery cooler 104 in sequence and then returns to the inlet of the compressor 101; the second part passes through the first control valve 109 and the first evaporator 107 in sequence and then returns to the inlet of the compressor 101; the third part passes through the third control valve 111 and flows into the H port of the refrigerant valve 102, part of it flows out from the G port and the other part flows out from the C port. The refrigerant flowing out from the G port passes through the outdoor unit 105 and then flows into the D port of the refrigerant valve 102 and then flows out from the E port, and finally returns to the inlet of the compressor 101. The refrigerant flowing out from the C port passes through the second evaporator 108 and then returns to the inlet of the compressor 101. When the refrigerant circuit unit is in the second heating mode, the first control valve 109, the second control valve 110, the third control valve 111, and the fourth control valve 115 are all open, and the refrigerant can exchange heat with the outside air at the outdoor unit 105, the indoor unit 106, the first evaporator 107, and the second evaporator 108, releasing heat to the outside, thereby achieving heating, for example, heating the passenger compartment.

[0067] Furthermore, when the refrigerant circuit unit is in the second heating mode, it is more suitable for various heating and dehumidification conditions above 0 degrees, or conditions below -15 degrees without absorbing heat from the air.

[0068] In one embodiment, the water circuit unit may have five operating modes: a first water circuit mode, a second water circuit mode, a third water circuit mode, a fourth water circuit mode, and a fifth water circuit mode.

[0069] Figure 7 Schematic diagram of the operation of the water circuit unit in the first water circuit mode provided by the embodiment of the present invention. Figure 7As shown, when the water circuit unit is in the first water circuit mode, the D port and the E port of the water valve 201 are connected, and the F port and the G port are connected. Specifically, in the first water circuit mode, driven by the electric water pump 206, water flows from the D port of the water valve 201 and flows out from the E port. The water flowing out of the E port is divided into two paths after passing through the battery assembly 202. One path flows through the water side of the battery heater 103, and then is driven by the battery water pump 205, flows from the F port of the water valve 201 and flows out from the G port, and then passes through the electric drive assembly 203 and returns to the electric drive pump 206; the other path flows through the expansion pot 207 and returns to the electric drive pump 206. In the first water circuit mode, the battery and the electric drive are connected in series, and the waste heat of the battery can be transferred to the electric drive for use, or the waste heat of the electric drive can be transferred to the battery for use.

[0070] Figure 8 Schematic diagram of the operation of the water circuit unit in the second water circuit mode provided by the embodiment of the present invention. Figure 8 As shown, when the water circuit unit is in the second water circuit mode, ports A and E of the water valve 201 are connected, ports B and F are connected, and ports C and G are connected. Specifically, in the second water circuit mode, driven by the electric water pump 206, water flows through the low-temperature radiator 204, then flows into port C of the water valve 201 and out of port G, and then passes through the electric drive assembly 203 and returns to the electric water pump 206. At the same time, driven by the battery water pump 205, water flows from port F of the water valve 201 and out of port B, passes through the water side of the battery cooler 104, and then flows from port A of the water valve 201 and out of port E. After passing through the battery assembly 202, it is divided into two paths: one path flows through the water side of the battery heater 103 and returns to the battery water pump 205, and the other path flows through the expansion tank 207 and returns to the electric water pump 206. In the second water circuit mode, the battery and electric drive are connected in parallel, the low-temperature radiator and the electric drive are connected in series, and the battery cooler and the battery are connected in series. This is suitable for cooling the battery and dissipating heat from the electric drive in high-temperature environments.

[0071] Figure 9 FIG. 1 is a schematic diagram showing the operation of the water circuit unit in the third water circuit mode provided by an embodiment of the present invention. Figure 9As shown, when the water circuit unit is in the third water circuit mode, ports A and G of water valve 201 are connected, ports B and D are connected, and ports E and F are connected. Specifically, in the third water circuit mode, driven by electric water pump 206, water flows from port D of water valve 201 and out from port B. After passing through the water side of battery cooler 104, it flows from port A of water valve 201 and out from port G, then passes through electric drive assembly 203 and returns to electric water pump 206. Simultaneously, driven by battery water pump 205, water flows from port F of water valve 201 and out from port E. After passing through battery assembly 202, it splits into two paths: one path flows through the water side of battery heater 103 and returns to battery water pump 205, and the other path flows through expansion tank 207 and returns to electric water pump 206. In the third water circuit mode, the battery and electric drive are connected in parallel, and the battery cooler and electric drive are connected in series. This is suitable for distributing waste heat from the electric drive to the battery and passenger compartment in low-temperature environments.

[0072] Figure 10 Schematic diagram of the operation of the water circuit unit in the fourth water circuit mode provided by the embodiment of the present invention. Figure 10 As shown, when the water circuit unit is in the fourth water circuit mode, the C port and the E port of the water valve 201 are connected, and the F port and the G port are connected. Specifically, in the fourth water circuit mode, driven by the electric drive water pump 206, the water flows through the low-temperature radiator 204, flows from the C port of the water valve 201 and flows out from the E port, and then is divided into two paths after the battery assembly 202. One path flows through the water side of the battery heater 103, is driven by the battery water pump 205, flows from the F port of the water valve 201 and flows out from the G port, and then passes through the electric drive assembly 203 and returns to the electric drive water pump 206; the other path flows through the expansion pot 207 and returns to the electric drive water pump 206. In the fourth water circuit mode, the battery and the electric drive are connected in series, and the low-temperature radiator and the electric drive battery are connected in series, which is suitable for heat dissipation of the battery and the electric drive in a low-temperature environment.

[0073] Figure 11 FIG. 1 is a schematic diagram showing the operation of the water circuit unit in the fifth water circuit mode provided by an embodiment of the present invention. Figure 11As shown, when the water circuit unit is in the fifth water circuit mode, ports A and E of water valve 201 are connected, ports B and F are connected, and ports D and G are connected. Specifically, in the fifth water circuit mode, driven by electric water pump 206, water flows from port D of water valve 201 and out of port G, passing through electric drive assembly 203 and returning to electric water pump 206. Simultaneously, driven by battery water pump 205, water flows from port F of water valve 201 and out of port B. After passing through the water side of battery cooler 104, water flows from port A of water valve 201 and out of port E. After passing through battery assembly 202, it splits into two paths: one path flows through the water side of battery heater 103 and returns to battery water pump 205, and the other path flows through expansion tank 207 and returns to electric water pump 206. In the fifth water circuit mode, the battery and electric drive are connected in parallel, and the battery cooler and battery are connected in series. This is suitable for the battery to generate heat independently, the electric drive to maintain temperature, and the battery and electric drive to be independent of each other.

[0074] It should be noted that Figure 4-11 The dotted line in the middle indicates that the connection at that location is not conductive.

[0075] Any of the aforementioned operating modes of the refrigerant circuit unit and the water circuit unit can be combined to meet different passenger compartment and battery requirements. Specifically, passenger compartment requirements include, but are not limited to, ventilation, cooling, heating, and reheating; battery requirements include, but are not limited to, cooling, heating, and temperature equalization. The thermal management system can autonomously select the optimal energy consumption mode based on actual needs.

[0076] In addition, the thermal management system provided by the present invention supports multiple heat source selections during heating, supports heat transfer from batteries and motors, supports heat transfer when there is excess heat, supports mode switching under reheating conditions, system filling and defrosting, etc. At the same time, the passenger compartment and battery side requirements of the present invention can be separated at the system level without affecting each other, and can also be used for complementary energy utilization. For example, when heating, in addition to the outdoor heat exchanger circuit being a fixed circuit, the battery cooler in another circuit can be selected to be connected in series with the electric drive or in series with the battery or closed, that is, the heat of the electric drive and the heat of the battery can be utilized. The throttle valve that controls the flow of this circuit is an electronic expansion valve, which can autonomously adjust the amount of heat absorbed, thereby controlling the desired temperature of the electric drive and battery. In addition, the battery and electric drive circuits support the formation of a series circuit, which can make full use of the waste heat of the battery or motor to heat the other part.

[0077] For example, Figure 12 FIG. 1 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a need for cooling in the passenger compartment. Figure 12 As shown, when the passenger compartment needs to be cooled, the operating mode of the refrigerant circuit unit is the cooling mode, and the operating mode of the water circuit unit is the second water circuit mode. Under this requirement, the second control valve 110 is closed, so that the battery cooler 104 does not work.

[0078] Figure 13 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when the passenger compartment is cooled and the battery is cooled. Figure 13 As shown, when both the passenger compartment and the battery are cooled, the refrigerant circuit unit operates in cooling mode and the water circuit unit operates in the second water circuit mode. Under this requirement, the second control valve 110 can be opened, and the battery cooler 104 can operate to achieve the purpose of battery cooling.

[0079] Figure 14 FIG. 1 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery cooling is required. Figure 14 As shown, to meet the battery cooling requirement, the refrigerant circuit unit operates in cooling mode (in which case, the H-port to C-port of refrigerant valve 102 is disconnected), and the water circuit unit operates in the second water circuit mode. To meet this requirement, the first control valve 109 and the third control valve 111 are closed.

[0080] Figure 15 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when the passenger compartment is heated under low temperature conditions or when the passenger compartment is heated and the battery is heated. Figure 15 As shown, in low-temperature operating conditions (e.g., 0°C to -15°C), when passenger compartment heating or both passenger compartment heating and battery heating are required, the refrigerant circuit unit operates in the first heating mode, and the water circuit unit operates in the third water circuit mode. Under these requirements, first control valve 109 is closed.

[0081] Figure 16 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when the passenger compartment is heated or the passenger compartment is heated and the battery is heated under ultra-low temperature conditions. Figure 16 As shown, in ultra-low temperature conditions (e.g., below -15°C), when passenger compartment heating or both passenger compartment heating and battery heating are required, the refrigerant circuit unit operates in the second heating mode (in which case, the H-port to C-port connection of refrigerant valve 102 is disconnected), and the water circuit unit operates in the third water circuit mode. Under this requirement, first control valve 109 is closed.

[0082] Figure 17 FIG. 1 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when heating is required in the passenger compartment. Figure 17 As shown, when the passenger compartment needs to be heated, the operating mode of the refrigerant circuit unit is the first heating mode, and the operating mode of the water circuit unit is the fifth water circuit mode. Under this requirement, the first control valve 109 is closed.

[0083] Figure 18 FIG. 1 is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery heating is required under low temperature conditions. Figure 18 As shown, in low-temperature conditions (e.g., 0°C to -15°C), when battery heating is required, the refrigerant circuit unit operates in the first heating mode and the water circuit unit operates in the third water circuit mode. Under this requirement, the first control valve 109 is closed.

[0084] Figure 19 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when battery heating is required under ultra-low temperature conditions. Figure 19 As shown, in ultra-low temperature conditions (e.g., below -15°C), to heat the battery, the refrigerant circuit unit operates in the second heating mode (in which case the connection between port H and port C of refrigerant valve 102 is disconnected), and the water circuit unit operates in the third water circuit mode. To meet this requirement, first control valve 109 is closed.

[0085] Figure 20 This is a schematic diagram of the operation of the thermal management system provided by the embodiment of the present invention when the battery heating requirement is met under the active heating of the motor. Figure 20 As shown, in the scenario where the motor is actively heated, under the requirement of battery heating, the refrigerant circuit unit does not work, and the working mode of the water circuit unit is the first water circuit mode.

[0086] Figure 21 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a demand for heating and cooling in the passenger compartment without a demand for rear air conditioning. Figure 21 As shown, in the scenario where there is no demand for rear air conditioning, under the demand for heating and cooling the passenger compartment, the operating mode of the refrigerant circuit unit is the first heating mode, and the operating mode of the water circuit unit is the second water circuit mode. Under this demand, the second control valve 110 is closed.

[0087] Figure 22 This is a schematic diagram of the operation of the thermal management system provided by an embodiment of the present invention when there is a demand for heating and cooling of the passenger compartment under the demand for rear air conditioning. Figure 22 As shown, in the scenario where rear air conditioning is required, under the requirement of heating and cooling the passenger compartment, the operating mode of the refrigerant circuit unit is the second heating mode, and the operating mode of the water circuit unit is the second water circuit mode. Under this requirement, the second control valve 110 is closed.

[0088] It should be noted that Figure 12-Figure 22 The non-conducting loop is not shown.

[0089] In one embodiment, under preset operating conditions, the inlet specific enthalpy of the outdoor unit decreases, causing the outdoor unit to absorb additional heat and transfer this heat to the battery heater, thereby increasing the enthalpy differential of the battery heater and heating the battery assembly. When the battery assembly temperature exceeds a preset threshold, the battery cooler is activated to absorb heat from the battery assembly and transfer it to the indoor unit, reducing the enthalpy differential of the compressor and lowering its energy consumption.

[0090] For example, reference Figure 17 The preset working condition can be a low temperature working condition. The principle of battery overcooling enthalpy increase can be used to enable the outdoor unit to absorb more heat from the air. Figure 23 This is a pressure-enthalpy diagram state provided by an embodiment of the present invention, such as Figure 23 As shown, corresponding to the thermal management system of the present invention, point 1 is the indoor unit inlet, point 2 is the indoor unit outlet, point 3 is the battery heater outlet, point 4 is the outdoor unit inlet, point 4' is the outdoor unit inlet of the existing ordinary heat pump system, point 5 is the outdoor unit outlet, point 6 is the compressor inlet, and point 7 is the compressor outlet. In other words, Figure 23 The blue line corresponds to the pressure-enthalpy diagram state of the thermal management system of the present invention, and the red line corresponds to the pressure-enthalpy diagram state of the existing ordinary heat pump system.

[0091] from Figure 23 As can be seen, Q23 (representing the energy difference between points 2 and 3) is the heat released into the battery by the battery heater. Because batteries are generally cold and have a large heat capacity under low-temperature conditions, and because the refrigerant exiting the indoor unit is at high pressure and medium temperature, the water temperature at the other battery outlets varies significantly (30 to 60°C). Therefore, if the battery heater is filled with liquid, thus maintaining an appropriate degree of subcooling at point 2, the heat Q23 in the figure above will be generated, which will heat the battery. This heat essentially originates from the air. Because throttling begins at point 3, a comparison of the blue and red lines shows that the inlet specific enthalpy of the outdoor unit using the thermal management system of this invention is significantly lower. Therefore, the outdoor unit absorbs a certain amount of additional heat compared to conventional systems. This heat, ignoring subtle system variations, is roughly equal to Q23, i.e., Q23 = Q44' (representing the energy difference between points 4 and 4'). At this point, the compressor does not perform any additional work. The definition of the energy efficiency ratio indicates that the effective work increases while the input work remains unchanged, significantly improving the energy efficiency ratio.

[0092] This heat applied to the battery effectively raises the battery's temperature, allowing it to release more power at low temperatures. This increased power supports a higher vehicle range. Table 1 shows the discharge capacity ratio of a power battery at different temperatures.

[0093] Table 1

[0094]

[0095] The above operating conditions are based solely on heat absorption from the outdoor unit. Since the specific enthalpy at points 3 is largely dependent on the battery's temperature, it's easy to see that the heat generated by Q23 is roughly proportional to Q12 (which represents the energy difference between points 1 and 2, and therefore the heat exchange capacity of the indoor unit). When the ambient temperature is between -10°C and -5°C, the heat exchange demand from Q12 is high, and Q23 is correspondingly higher. At this point, the outdoor unit can absorb sufficient heat from the air. However, at lower temperatures, the outdoor unit cannot meet the higher heat demand. At this point, its pressure approaches 1 barA, making it unable to control the pressure any lower. Conversely, when the temperature approaches 0°C, the outdoor unit does not require much heat.

[0096] Furthermore, if heat absorbed from the outdoor unit alone is insufficient to provide the indoor unit with heat during heating, the second control valve needs to be opened to absorb heat from the electric drive or battery. In this case, Q45 (the energy difference between points 4 and 5) is split into two circuits: one for outdoor unit heat and one for the battery cooler. QOutdoor Unit Heat + QBattery Cooler Heat = Q45. Heat absorbed by the outdoor unit heat exchanger is free, while heat absorbed by the battery cooler incurs a cost if it is actively generated by the electric drive or from the battery. Therefore, if dual-circuit heat absorption is chosen, the benefit curve of the subcooling enthalpy increase method decreases, and only the benefit from waste heat from the outdoor unit or motor is increased.

[0097] It should be noted that the above description assumes that the battery temperature is low, and the excess heat obtained for free can only be used by the battery itself, and cannot reduce the energy consumption of the compressor. Therefore, the present invention can also use the battery as a heat storage device, extracting heat from it when the battery temperature is high to reduce the energy consumption of the compressor. Figure 24 This is another pressure-enthalpy diagram state provided by an embodiment of the present invention. Figure 24 The yellow line in the middle corresponds to the pressure-enthalpy diagram state when the thermal management system of the present invention selects the heat absorption scheme from the battery. Figure 24 As shown, corresponding to the thermal management system of the present invention, point 2a is the indoor unit outlet, point 4a is the outdoor unit inlet, point 5a is the outdoor unit outlet, and the meanings of the other points can be referred to Figure 23 When the Figure 23After heating the battery using the method in the above method, the battery temperature will gradually rise, the specific enthalpy at point 3 will continue to rise, and the benefit will decrease. At the same time, the increasing trend of the battery discharge capacity is decreasing and the heat exchange of the battery to the outside is increasing. Therefore, when the battery temperature is higher than a certain value, it is possible to consider converting part of the heat into cash to reduce the power consumption of the compressor. Specifically, the heat absorption of the battery cooler can be increased. When the water temperature at the battery inlet is controlled below its minimum temperature, the flow rate of the other circuit that absorbs heat from the air will decrease and reach a balance with the battery cooler circuit. The low pressure rises due to the increase in the heat exchange area on the heat absorption side and the increase in the heat source. At the same time, because the demand of the indoor condenser on the high-pressure side remains unchanged, the flow rate of the entire reverse Carnot cycle remains unchanged. This is because the increase in low pressure increases the specific enthalpy at the inlet of the compressor, reduces the enthalpy difference, and therefore reduces the power. This achieves the purpose of reducing the input work of the compressor by absorbing heat from the battery.

[0098] Specifically, the second control valve opening can be adjusted to increase, while the third control valve opening is reduced, while Q12 is maintained constant by the compressor. This allows for greater flow to be released into the second control valve circuit, increasing the heat absorption capacity while maintaining Q12 constant. Consequently, the compressor speed decreases, and the low pressure increases. The compressor's performance decreases because the enthalpy difference decreases. From the perspective of energy conservation, Q12 + Q23 = Qoutdoor heat exchanger + Qbattery cooler + Qcompressor work. Because the high pressure remains constant and battery temperature changes more slowly, Q23 tends to increase slightly. At the same time, as the low pressure rises, Qoutdoor heat exchanger capacity decreases, while Qbattery cooler heat exchange increases due to the valve opening, reducing Qcompressor work. The heat from the battery cooler originates from the battery side. Therefore, heat from the battery side is exchanged for some energy from the outdoor heat exchanger and compressor, resulting in power savings. However, this power savings is not equivalent, as there is a certain loss, namely the energy reduction from the outdoor heat exchanger.

[0099] From a flow rate perspective, since Q12 remains constant, the enthalpy difference remains constant, and M12 remains constant. However, the ratio of the two circuits on the low-pressure side shifts, with M for the battery cooler increasing and M for the outdoor heat exchanger decreasing. Because the enthalpy difference does not change much, the energy of Q for the outdoor heat exchanger decreases, while M for the battery cooler increases. Essentially, this redistribution of the flow ratio between the two circuits is achieved through valve adjustment, thereby achieving energy savings.

[0100] The core of this control method is the battery outlet temperature, or the water temperature at the battery heater's inlet. When this temperature exceeds a certain threshold, the control strategy is triggered. The new target battery outlet temperature serves as the control target for the second control valve, increasing the flow rate in this circuit. When this temperature falls below a certain threshold, the control strategy is disabled.

[0101] The technical solution of the embodiment of the present invention is to design the architecture of the thermal management system so that the thermal management system includes a refrigerant circuit unit and a water circuit unit that cooperate with each other. The refrigerant circuit unit includes a compressor, a refrigerant valve, a battery heater, a battery cooler, an outdoor unit, an indoor unit, a first evaporator, and a second evaporator; the outlet of the compressor is respectively connected to the A port of the refrigerant valve and one end of the indoor unit, and the other end of the indoor unit is connected to the I port of the refrigerant valve; the two ends of the outdoor unit are respectively connected to the D port and the G port of the refrigerant valve; one end of the first evaporator is connected to the F port of the refrigerant valve through the first control valve, and one end of the second evaporator is connected to the C port of the refrigerant valve, and the other ends of the first evaporator and the second evaporator are both connected to the inlet of the compressor; the two ends of the battery heater agent side are respectively connected to the B port and the F port of the refrigerant valve; one end of the battery cooler agent side is connected to the E port of the refrigerant valve, and the other end is connected to the C port of the refrigerant valve through the second The control valve is connected to port F of the refrigerant valve; ports F and H of the refrigerant valve are connected via a third control valve; the compressor inlet is also connected to port E of the refrigerant valve. The water circuit unit includes a battery heater, a battery cooler, a water valve, a battery assembly, an electric drive assembly, and a low-temperature radiator. The battery cooler's water side is connected to ports A and B of the water valve, respectively; the low-temperature radiator's water side is connected to ports C and D of the water valve, respectively. One end of the battery assembly is connected to port E of the water valve, and the other end is connected to one end of the battery heater's water side. The other end of the battery heater's water side is connected to port F of the water valve via a battery water pump. Port G of the water valve is connected to one end of the electric drive assembly, and the other end of the electric drive assembly is connected to port D of the water valve via an electric water pump. By controlling the refrigerant and water valves, different cooling / heating modes can be achieved while improving the system's energy efficiency, thereby meeting the vehicle's different heating and cooling needs and enhancing the user experience. Furthermore, this thermal management system uses fewer components, which can reduce production costs and facilitate widespread application.

[0102] An embodiment of the present invention further provides a vehicle, which includes the thermal management system according to any one of the above embodiments.

[0103] Optionally, the vehicle is a new energy vehicle.

[0104] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A thermal management system, characterized in that: include: The refrigerant circuit unit and the water circuit unit cooperate with each other; wherein, The refrigerant circuit unit includes a compressor, a refrigerant valve, a battery heater, a battery cooler, an outdoor unit, an indoor unit, a first evaporator and a second evaporator; the outlet of the compressor is respectively connected to the A port of the refrigerant valve and one end of the indoor unit, and the other end of the indoor unit is connected to the I port of the refrigerant valve; the two ends of the outdoor unit are respectively connected to the D port and the G port of the refrigerant valve; one end of the first evaporator is connected to the F port of the refrigerant valve through a first control valve, and one end of the second evaporator is connected to the C port of the refrigerant valve, and the other ends of the first evaporator and the second evaporator are both connected to the inlet of the compressor; the two ends of the battery heater agent side are respectively connected to the B port and the F port of the refrigerant valve; one end of the battery cooler agent side is connected to the E port of the refrigerant valve, and the other end is connected to the F port of the refrigerant valve through a second control valve; the F port and the H port of the refrigerant valve are connected through a third control valve; the inlet of the compressor is also connected to the E port of the refrigerant valve; The water circuit unit includes the battery heater, the battery cooler, a water valve, a battery assembly, an electric drive assembly and a low-temperature radiator; the two ends of the water side of the battery cooler are respectively connected to the A port and the B port of the water valve; the two ends of the low-temperature radiator are respectively connected to the C port and the D port of the water valve; one end of the battery assembly is connected to the E port of the water valve, and the other end is connected to one end of the water side of the battery heater, and the other end of the water side of the battery heater is connected to the F port of the water valve through the battery water pump; the G port of the water valve is connected to one end of the electric drive assembly, and the other end of the electric drive assembly is connected to the D port of the water valve through the electric drive water pump; The working modes of the refrigerant circuit unit include: cooling mode, first heating mode and second heating mode; when the refrigerant circuit unit is in the cooling mode, the flow direction of the refrigerant in the refrigerant valve is from port A to port D, from port I to port D, from port G to port F, and from port H to port C; when the refrigerant circuit unit is in the first heating mode, the flow direction of the refrigerant in the refrigerant valve is from port D to port E, from port H to port G, and from port I to port B; when the refrigerant circuit unit is in the second heating mode, the flow direction of the refrigerant in the refrigerant valve is from port D to port E, from port I to port F, from port H to port G, and from port H to port C.

2. The thermal management system according to claim 1, characterized in that The refrigerant circuit unit further includes: a gas-liquid separator, two pressure sensors and a temperature sensor; wherein, The gas-liquid separator is arranged at the inlet side of the compressor, and the two pressure sensors are respectively arranged at the inlet and outlet sides of the compressor; the temperature sensor is arranged between the F port of the refrigerant valve and the second control valve.

3. The thermal management system according to claim 1, wherein: The inlet and outlet of the compressor are connected through a fourth control valve.

4. The thermal management system according to claim 1, wherein: The water circuit unit further comprises: at least one expansion kettle; When there is one expansion kettle, the first port of the expansion kettle is connected to the other end of the battery assembly, and the second port and the third port are respectively connected to the two ends of the electric drive assembly.

5. The thermal management system according to claim 1, wherein: The thermal management system further includes an air path unit; wherein, The air duct unit includes a first blower, a second blower, a second heater and a cooling fan; the first blower is arranged on one side of the first evaporator, the second blower is arranged on one side of the second evaporator, and the second heater is arranged on the other side of the second evaporator; the cooling fan is arranged on one side of the outdoor unit.

6. The thermal management system according to claim 5, characterized in that: The air duct unit further includes: at least one of an active air intake grille and a first heater; The active air intake grille is arranged on one side of the low-temperature radiator; and the first heater is arranged on one side of the indoor unit.

7. The thermal management system according to any one of claims 1 to 6, characterized in that: The working modes of the water circuit unit include: a first water circuit mode, a second water circuit mode, a third water circuit mode, a fourth water circuit mode and a fifth water circuit mode; When the water circuit unit is in the first water circuit mode, the D port and the E port of the water valve are connected, and the F port and the G port are connected; When the water circuit unit is in the second water circuit mode, ports A and E of the water valve are connected, ports B and F are connected, and ports C and G are connected; When the water circuit unit is in the third water circuit mode, ports A and G of the water valve are connected, ports B and D are connected, and ports E and F are connected; When the water circuit unit is in the fourth water circuit mode, ports C and E of the water valve are connected, and ports F and G are connected; When the water circuit unit is in the fifth water circuit mode, ports A and E of the water valve are connected, ports B and F are connected, and ports D and G are connected.

8. The thermal management system according to any one of claims 1 to 6, characterized in that: Under preset operating conditions, the inlet specific enthalpy of the outdoor device decreases, the outdoor device absorbs additional heat, and transfers the additional heat to the battery heater, so that the enthalpy difference of the battery heater increases, and the battery heater heats the battery assembly.

9. The thermal management system according to claim 8, characterized in that: When the temperature of the battery assembly is greater than a preset threshold, the battery cooler is turned on to absorb the heat of the battery assembly and transfer the heat to the indoor unit, and the enthalpy difference of the compressor is reduced to reduce the energy consumption of the compressor.

10. A vehicle, characterized in that: include: A thermal management system as claimed in any one of claims 1 to 9.

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