Thermal management system and vehicle

Abstract

The invention relates to a heat management system and a vehicle, the heat management system comprises a plurality of heat exchange flow paths and a multi-way valve assembly, each heat exchange flow path is used for conveying a first heat exchange medium, the plurality of heat exchange flow paths are used for exchanging heat with a part to be subjected to heat exchange and a refrigerator, and the multi-way valve assembly is connected with the plurality of heat exchange flow paths. The refrigerator heat exchange and the heat management system are combined, the heat management system can conduct heat exchange on a part to be subjected to heat exchange and can also conduct heat exchange on the refrigerator, integration and functions of the heat management system are improved, and various requirements of users are met. Due to the fact that the heat exchange pipeline of the heat management system can achieve direct cooling and direct heating of the refrigerator, heat resistance is reduced, the refrigerating or heating speed of the refrigerator is increased, the internal structure of the refrigerator can be simplified, and the storage space of the refrigerator is larger.

Description

Technical Field

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

[0002] In the related art, car refrigerators usually use refrigerant direct cooling technology for cooling, while car refrigerators use a separately provided heating element to heat the refrigerator. This makes the internal structure of the refrigerator complex and the storage space of the refrigerator small. Summary of the Invention

[0003] An embodiment of the present application provides a thermal management system, which can be used to directly cool and heat a refrigerator, simplify the internal structure of the refrigerator, and increase the storage space of the refrigerator.

[0004] In order to achieve the above objectives, according to a first aspect of the present application, a thermal management system is provided, comprising:

[0005] A plurality of heat exchange flow paths, each of which is used to transport a first heat exchange medium, and the plurality of heat exchange flow paths are used to exchange heat with the component to be heat exchanged and the refrigerator;

[0006] The multi-way valve assembly is connected to the plurality of heat exchange flow paths and is used to control the conduction of at least one of the plurality of heat exchange flow paths.

[0007] Optionally, the multi-way valve assembly includes a first multi-way valve and a second multi-way valve;

[0008] Both ends of the plurality of heat exchange flow paths are respectively connected to the first multi-way valve and the second multi-way valve, so that the plurality of heat exchange flow paths can be arranged in parallel and / or in series.

[0009] Optionally, the thermal management system further includes a first evaporative condenser, which can be arranged in series with at least one of the heat exchange flow paths through the first multi-way valve and the second multi-way valve.

[0010] Optionally, a plurality of the heat exchange flow paths are arranged in parallel to form a heat exchange group, and the heat exchange group can be arranged in series with the first evaporative condenser.

[0011] Optionally, a compressor assembly is further included, and the compressor assembly can be connected in series with at least one of the plurality of heat exchange flow paths and / or the first evaporative condenser through the first multi-way valve.

[0012] Optionally, the first multi-way valve includes a first port, a second port, a third port and a plurality of fourth ports;

[0013] The second multi-way valve includes a first valve port and a plurality of second valve ports;

[0014] The compressor assembly is connected between the first interface and the second interface;

[0015] The first evaporative condenser is connected between the first valve port and the third interface;

[0016] The two ends of each of the heat exchange flow paths are respectively connected to a second valve port and a fourth interface; wherein, the first interface can be selectively connected to the third interface and at least one of the multiple fourth interfaces, the second interface can be selectively connected to the third interface and at least one of the remaining multiple fourth interfaces, and the first valve port and one of the multiple second valve ports can be selectively connected to the first valve port and at least one of the remaining multiple second valve ports.

[0017] Optionally, a plurality of first channels are formed in the first multi-way valve, the third interface and the plurality of fourth interfaces are respectively connected to one end of one of the first channels, and the first interface is connected to the other end of each of the first channels;

[0018] The thermal management system further includes a plurality of first shut-off valves, which are respectively disposed in the plurality of first channels.

[0019] Optionally, the plurality of heat exchange flow paths include a battery heat exchange flow path;

[0020] The plurality of fourth interfaces include a first heat exchange port connected to one end of the battery heat exchange flow path;

[0021] The plurality of first channels include a first connecting channel connecting the first interface and the first heat exchange port;

[0022] The plurality of first stop valves include a first ball valve, and the first ball valve is provided in the first connecting channel.

[0023] Optionally, a plurality of second channels are formed in the first multi-way valve, the third interface and the plurality of fourth interfaces are respectively connected to one end of a second channel, and the second interface is connected to the other end of each second channel;

[0024] The thermal management system further includes a plurality of second shut-off valves, and the plurality of second shut-off valves are respectively disposed in the plurality of second channels.

[0025] Optionally, the plurality of second valve ports include a first valve interface and two second valve interfaces;

[0026] The multiple heat exchange flow paths include a refrigerator heat exchange flow path, a passenger compartment heat exchange flow path, and a battery heat exchange flow path, one end of the refrigerator heat exchange flow path is connected to the first valve interface, and one end of the passenger compartment heat exchange flow path and one end of the battery heat exchange flow path are respectively connected to two second valve interfaces;

[0027] Wherein, the first valve port can be selectively connected to the first valve interface and at least one of the two second valve interfaces.

[0028] Optionally, a first flow channel and two second flow channels are formed in the second multi-way valve, one end of the first flow channel and one end of the two second flow channels are connected to the first valve port, the other end of the first flow channel is connected to the first valve interface, and the other ends of the two second flow channels are connected to the two second valve interfaces respectively;

[0029] The thermal management system further includes a plurality of third shut-off valves, which are respectively provided in the first flow channel and the two second flow channels.

[0030] Optionally, the plurality of third stop valves include a first expansion valve, and the first expansion valve is provided in the first flow channel; and / or,

[0031] The plurality of third stop valves include two solenoid valves, and the two solenoid valves are respectively provided in the two second flow channels.

[0032] Optionally, the plurality of said second valve ports further include a third valve interface;

[0033] The plurality of heat exchange flow paths further include a motor heat exchange flow path, one end of which is connected to the third valve interface;

[0034] Wherein, the third valve interface can be selectively connected to at least one of the two second valve interfaces.

[0035] Optionally, two third flow channels are further formed in the second multi-way valve, one end of each of the two third flow channels is connected to the third valve interface, and the other ends of the two third flow channels are respectively connected to two second valve interfaces;

[0036] The thermal management system further includes a plurality of fourth shut-off valves, and each of the third flow channels is provided with the fourth shut-off valve.

[0037] Optionally, a heat dissipation circulation flow path is further included, which is used to transport a second heat exchange medium to cool the motor electronic control system, and the heat dissipation circulation flow path is thermally connected to the motor heat exchange flow path.

[0038] Optionally, the two second valve interfaces include a first connecting valve port and a second connecting valve port, the first connecting valve port is connected to the passenger compartment heat exchange flow path, and the second connecting valve port is connected to the battery heat exchange flow path;

[0039] The first connecting valve port can be selectively communicated with at least one of the first valve interface and the second connecting valve port.

[0040] Optionally, a fourth flow channel and a fifth flow channel are further formed in the second multi-way valve, wherein two ends of the fourth flow channel are respectively connected to the first valve interface and the first connecting valve port, and two ends of the fifth flow channel are respectively connected to the first connecting valve port and the second connecting valve port;

[0041] The thermal management system further includes a plurality of fifth shut-off valves, which are respectively disposed in the fourth flow passage and the fifth flow passage.

[0042] Optionally, the plurality of fifth stop valves include a second expansion valve, and the second expansion valve is provided in the fourth flow channel; and / or,

[0043] The plurality of fifth stop valves include a second ball valve, and the second ball valve is provided in the fifth flow channel.

[0044] Optionally, the passenger compartment heat exchange flow path includes a second evaporative condenser and a third expansion valve, and the second evaporative condenser and the third expansion valve are arranged in series.

[0045] According to a second aspect of the present application, a vehicle is provided, comprising a thermal management system as described in any one of the above items.

[0046] In the technical solution of this application, a multi-way valve assembly is used to control different heat exchange flow paths, allowing the thermal management system to quickly adjust its operating mode according to actual needs, improving the user experience. Furthermore, by combining refrigerator heat exchange with the thermal management system, the thermal management system can not only exchange heat for the heat exchange components but also for the refrigerator itself, improving the integration and functionality of the thermal management system and meeting diverse user needs. Because the heat exchange piping of the thermal management system can directly cool and heat the refrigerator, it reduces thermal resistance, thereby speeding up the refrigerator's cooling or heating speed and simplifying the refrigerator's internal structure, providing more storage space. The design of a multi-way valve assembly controlling multiple heat exchange flow paths significantly reduces the number of required pipes, valves, and other components, simplifying the overall layout of the thermal management system, reducing the complexity of manufacturing and installation, and improving the reliability of the thermal management system. Furthermore, the multi-way valve assembly and simplified piping design reduce the number of components required for the thermal management system, lowering material and assembly costs. The simplified structure reduces potential failure points, reducing the frequency and difficulty of maintenance for the thermal management system, and indirectly reducing the long-term operating costs of the thermal management system.

[0047] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0049] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0050] Figure 1 This is a working principle diagram of the thermal management system of the present disclosure in a single battery cooling state;

[0051] Figure 2 is a schematic structural diagram of a first multi-way valve disclosed herein;

[0052] Figure 3 is a schematic structural diagram of a second multi-way valve disclosed herein;

[0053] Figure 4 This is a working principle diagram of the thermal management system of the present disclosure in the battery cooling + passenger compartment cooling working condition;

[0054] Figure 5 This is a working principle diagram of the thermal management system of the present disclosure in the battery cooling + passenger compartment cooling + refrigerator cooling working conditions;

[0055] Figure 6 is a working principle diagram of the thermal management system of the present disclosure in a single passenger compartment cooling condition;

[0056] Figure 7 This is a working principle diagram of the thermal management system of the present disclosure in the passenger compartment cooling + refrigerator cooling working conditions;

[0057] Figure 8 This is a working principle diagram of the thermal management system of the present disclosure in a single battery heating condition;

[0058] Figure 9 This is a working principle diagram of the thermal management system of the present disclosure in the battery heating + passenger compartment heating working condition;

[0059] Figure 10 This is a working principle diagram of the thermal management system of the present disclosure in the battery heating + passenger compartment heating + refrigerator heating working conditions;

[0060] Figure 11is a working principle diagram of the thermal management system of the present disclosure in a single passenger compartment heating condition;

[0061] Figure 12 This is a working principle diagram of the thermal management system of the present disclosure in the passenger cabin heating + refrigerator heating working conditions;

[0062] Figure 13 This is a working principle diagram of the thermal management system of the present disclosure in the electric drive cooling state;

[0063] Figure 14 This is a working principle diagram of the thermal management system of the present invention in a single battery cooling condition at a relatively low ambient temperature;

[0064] Figure 15 This is a working principle diagram of the thermal management system of the present disclosure in a single battery heating and motor waste heat utilization working condition;

[0065] Figure 16 This is a working principle diagram of the thermal management system of the present disclosure in the battery heating + passenger compartment heating and motor waste heat utilization working conditions;

[0066] Figure 17 This is a working principle diagram of the thermal management system disclosed herein in a single passenger compartment heating and motor waste heat utilization operating condition;

[0067] Figure 18 This is a working principle diagram of the thermal management system of the present disclosure in the battery cooling + passenger compartment heating working condition;

[0068] Figure 19 This is a working principle diagram of the thermal management system of the present disclosure in the low ambient temperature battery cooling + passenger compartment heating working condition;

[0069] Figure 20 This is a working principle diagram of the thermal management system of the present invention in the low ambient temperature battery cooling + passenger compartment heating and motor waste heat utilization working conditions.

[0070] Description of reference numerals:

[0071] 100. Thermal Management System; 11. Heat Exchange Path; 111. Battery Heat Exchange Path; 1111. First Heat Exchanger; 1112. Fourth Expansion Valve; 112. Refrigerator Heat Exchange Path; 1121. Second Heat Exchanger; 113. Passenger Compartment Heat Exchange Path; 1131. Second Evaporative Condenser; 1132. Third Expansion Valve; 114. Motor Heat Exchange Path; 1141. Third Heat Exchanger; 21. First Multi-way Valve; 21a. First Interface; 21b. Second Interface; 21c. Third Interface; 21d. Fourth Interface; 21e. First Heat Exchange Port; 211. First Channel; 2111. First Connecting Channel; 212. Second Channel; 22. Second Multi-way Valve; 22a. First Valve Port; 22b. Second Valve Port; 22c. First Valve Port; 22d. Second Valve Port ; 22e, third valve interface; 22f, first connecting valve port; 22g, second connecting valve port; 221, first flow channel; 222, second flow channel; 223, third flow channel; 224, fourth flow channel; 225, fifth flow channel; 30, first evaporative condenser; 40, compressor assembly; 41, compressor; 42, gas-liquid separator; 51, first stop valve; 511, first ball valve; 52, second stop valve; 53, third stop valve; 531, first expansion valve; 532, solenoid valve; 54, fourth stop valve; 55, fifth stop valve; 551, second expansion valve; 552, second ball valve; 60, heat dissipation circulation path; 61, radiator; 62, water pump; 70, heat dissipation fan; 80, third multi-way valve; 90, water tank; 200, motor electronic control system. DETAILED DESCRIPTION

[0072] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0073] This application provides a thermal management system 100, see Figure 1 , Figure 1 The thermal management system 100 includes a plurality of heat exchange paths 11 and a multi-way valve assembly.

[0074] Each heat exchange flow path 11 is used to transport the first heat exchange medium, and the plurality of heat exchange flow paths 11 are used to exchange heat with the components to be heat exchanged and the refrigerator.

[0075] It should be noted that the components to be heat exchanged can be of various types. For example, the components to be heat exchanged can include at least one of the passenger compartment, the battery, or the motor and electronic control system 200. Specifically, the type of components to be heat exchanged can be selected as needed and is not limited in this application. Furthermore, the number of components to be heat exchanged can be set as needed and is not generally limited in this application.

[0076] The multi-way valve assembly is connected to the plurality of heat exchange paths 11 to control the conduction of at least one of the plurality of heat exchange paths 11 .

[0077] It should be noted that the multi-way valve assembly may include one multi-way valve, two multi-way valves, or multiple multi-way valves, etc. In addition, the specific type of the multi-way valve in this application can be selected according to the number of components to be heat exchanged, and this application does not limit this.

[0078] In the technical solution of the present application, by using a multi-way valve assembly to control different heat exchange flow paths 11, the thermal management system 100 can quickly adjust its operating mode according to actual needs, improving the user experience. Furthermore, by combining refrigerator heat exchange with the thermal management system 100, the thermal management system 100 can not only exchange heat for the heat exchange components, but also for the refrigerator, improving the integration and functionality of the thermal management system 100 and meeting the diverse needs of users. Because the heat exchange piping of the thermal management system 100 can directly cool and heat the refrigerator, it reduces thermal resistance, thereby speeding up the refrigerator's cooling or heating speed and simplifying the refrigerator's internal structure, providing more storage space. The design of a multi-way valve assembly controlling multiple heat exchange flow paths 11 can significantly reduce the number of required pipes, valves, and other components, simplifying the layout of the entire thermal management system 100, reducing the complexity of manufacturing and installation, and improving the reliability of the thermal management system 100. Furthermore, the multi-way valve assembly and simplified piping design reduce the number of components required for the thermal management system 100, reducing material and assembly costs. The simplified structure reduces potential failure points, lowers the maintenance frequency and difficulty of the thermal management system 100 , and thus indirectly reduces the long-term operating cost of the thermal management system 100 .

[0079] It should be noted that direct cooling refers to the first heat exchange medium transported by the heat exchange flow path 11 being circulated directly through the heat exchange pipeline set inside the refrigerator, directly exchanging heat with the air inside the refrigerator. This design reduces the intermediate heat transfer link, making the cooling process more efficient. Similarly, when heating is required (for example, defrosting or temperature adjustment), the first heat exchange medium directly provides heat to the refrigerator through the same or another heat exchange management system.

[0080] Reference Figure 1In some embodiments, the multi-way valve assembly includes a first multi-way valve 21 and a second multi-way valve 22, and the two ends of the multiple heat exchange paths 11 are respectively connected to the first multi-way valve 21 and the second multi-way valve 22, so that the multiple heat exchange paths 11 can be arranged in parallel and / or in series. In this way, through the combined use of the first multi-way valve 21 and the second multi-way valve 22, the working states (such as on, off) of different heat exchange paths 11 can be flexibly adjusted, thereby realizing a variety of different connection modes (parallel, series or mixed). This allows the system to quickly adjust to the optimal working mode according to actual heat exchange requirements. This design allows the thermal management system 100 to dynamically adjust its heat exchange strategy according to changes in the external environment or different internal loads, thereby improving the adaptability of the thermal management system 100 to different application scenarios. In addition, the reasonable configuration of the heat exchange path 11 not only helps to improve the heat exchange efficiency, but also avoids unnecessary energy consumption, thereby effectively reducing overall energy consumption.

[0081] Reference Figure 1 In some embodiments, the thermal management system 100 further includes a first evaporative condenser 30, which can be connected in series with at least one heat exchange flow path 11 via a first multi-way valve 21 and a second multi-way valve 22. In this way, the first evaporative condenser 30 can simultaneously play the role of a condenser and an evaporator in the thermal management system 100. This means that it can absorb heat as an evaporator in the refrigeration cycle or release heat as a condenser in the heating mode, depending on actual needs. This design improves the versatility of the thermal management system 100, allowing the first evaporative condenser 30 to adapt to different working environments and needs. Connecting the first evaporative condenser 30 in series with a specific heat exchange flow path 11 allows the thermal management system 100 to optimize energy utilization according to the current working state (such as cooling or heating). For example, it absorbs as much heat as possible during efficient evaporation and releases more heat during efficient condensation, thereby improving the energy conversion efficiency of the entire thermal management system 100. By flexibly adjusting the connection mode (e.g., series connection) between the first evaporative condenser 30 and the heat exchange flow path 11 by the first multi-way valve 21 and the second multi-way valve 22, the system's operating mode can be quickly changed to meet different temperature requirements. This greatly improves the response speed and adjustment accuracy of the thermal management system 100.

[0082] Reference Figure 4 、 Figure 5 、 Figure 9 、 Figure 10 、 Figure 12 and Figure 19 , Figure 4 This is a working principle diagram of the thermal management system of the present disclosure in the battery cooling + passenger compartment cooling mode, Figure 5 This is a working principle diagram of the thermal management system of the present disclosure in the battery cooling + passenger compartment cooling + refrigerator cooling working conditions, Figure 9This is a working principle diagram of the thermal management system of the present disclosure in the battery heating + passenger compartment heating working condition, Figure 10 This is a working principle diagram of the thermal management system of the present disclosure in the battery heating + passenger compartment heating + refrigerator heating working conditions, Figure 12 This is a working principle diagram of the thermal management system disclosed in the present invention in the passenger compartment heating + refrigerator heating working conditions, Figure 19 This is a schematic diagram of the operating principle of the thermal management system of the present disclosure in low-ambient-temperature battery cooling and passenger compartment heating mode. In some embodiments, multiple heat exchange paths 11 are arranged in parallel to form a heat exchange group, which is then connected in series with the first evaporative condenser 30. This allows the first heat exchange medium output by the first evaporative condenser 30 to flow separately to the multiple parallel heat exchange paths 11, ensuring that each parallel heat exchange path 11 operates at its optimal operating condition, effectively exchanging heat with the corresponding component to be heated, and improving the heat exchange efficiency of the component to be heated. Alternatively, the first heat exchange medium output by the multiple parallel heat exchange paths 11 can converge at the first evaporative condenser 30, improving the processing efficiency of the first heat exchange medium and simplifying the structure of the thermal management system 100. Furthermore, connecting the heat exchange group and the first evaporative condenser 30 in series allows precise control of the energy transfer process of the entire thermal management system 100 by adjusting the operating state of the first evaporative condenser 30 (e.g., switching between condensing mode and evaporating mode). This approach enables dynamic adjustment based on changes in the external environment and internal load, achieving high energy efficiency.

[0083] Reference Figure 1 、 Figures 6 to 8 、 Figure 14 and Figure 15 , Figure 6 This is a working principle diagram of the thermal management system of the present disclosure in a single passenger compartment cooling mode. Figure 7 This is a working principle diagram of the thermal management system of the present disclosure in the passenger compartment cooling + refrigerator cooling mode, Figure 8 This is a working principle diagram of the thermal management system of the present disclosure in a single battery heating condition. Figure 14 This is a working principle diagram of the thermal management system of the present disclosure in a low ambient temperature single battery cooling condition. Figure 15This is a working principle diagram of the thermal management system of the present disclosure in the single battery heating and motor waste heat utilization working conditions. In some embodiments, the thermal management system 100 also includes a compressor assembly 40, which can be connected in series with at least one of the multiple heat exchange flow paths 11 and / or the first evaporative condenser 30 through the first multi-way valve 21. In this way, through the first multi-way valve 21, the connection method between the compressor assembly 40 and other components (such as the heat exchange flow path 11 or the first evaporative condenser 30) can be flexibly selected according to actual needs. This means that the thermal management system 100 can quickly adjust its configuration according to different working conditions or environmental conditions to achieve optimal performance. This design allows the thermal management system 100 to switch between multiple modes, increasing the versatility and adaptability of the thermal management system 100. By precisely controlling the connection method between the compressor assembly 40 and the heat exchange flow path 11 and the evaporative condenser, it can be ensured that the thermal management system 100 can operate efficiently under different working conditions. In addition, the reasonable configuration of the working conditions of each component of the system helps to reduce unnecessary energy loss, thereby improving the overall energy efficiency ratio and reducing energy consumption. Since the configuration of the thermal management system 100 can be quickly adjusted to adapt to different temperature requirements, this design significantly improves the response speed of the system and meets the needs of various application scenarios.

[0084] Reference Figure 1 and Figure 2In some embodiments, the first multi-way valve 21 includes a first interface 21a, a second interface 21b, a third interface 21c and multiple fourth interfaces 21d, the second multi-way valve 22 includes a first valve port 22a and multiple second valve ports 22b, the compressor assembly 40 is connected between the first interface 21a and the second interface 21b, the first evaporative condenser 30 is connected between the first valve port 22a and the third interface 21c, and each end of the heat exchange flow path 11 is respectively connected to a second valve port 22b and a fourth interface 21d; wherein, the first interface 21a can be selectively connected to the third interface 21c and at least one of the multiple fourth interfaces 21d, the second interface 21b can be selectively connected to the third interface 21c and at least one of the remaining multiple fourth interfaces 21d, and one of the first valve port 22a and the multiple second valve ports 22b can be selectively connected to the first valve port 22a and at least one of the remaining multiple second valve ports 22b. The combined use of the first multi-way valve 21 and the second multi-way valve 22 enables a variety of connection modes (parallel, series, or mixed), allowing the thermal management system 100 to select the most appropriate heat exchange path based on actual needs, thereby improving the applicability and flexibility of the thermal management system 100. Due to the optional connectivity between the first interface 21a, the second interface 21b, the third interface 21c, and the plurality of fourth interfaces 21d and the first valve port 22a and the plurality of second valve ports 22b, the energy transfer process between the compressor assembly 40, the evaporative condenser, and each heat exchange flow path 11 can be precisely controlled, which helps ensure that the thermal management system 100 operates at its optimal state, reduces energy loss, and improves energy efficiency.

[0085] Reference Figure 1 In some embodiments, the compressor assembly 40 includes a compressor 41 and a gas-liquid separator 42, and the compressor 41 and the gas-liquid separator 42 are arranged in series, the compressor 41 is connected to the first interface 21a, and the gas-liquid separator 42 is connected to the second interface 21b. In this way, the main function of the gas-liquid separator 42 is to separate the gas and liquid in the first heat exchange medium to ensure that only gas enters the compressor 41, which can effectively prevent liquid (such as the first heat exchange medium that has not been completely evaporated) from entering the compressor 41, avoiding damage to the compressor 41 due to the incompressibility of the liquid, thereby improving the reliability and stability of the system. By arranging the gas-liquid separator 42 in front of the compressor 41, the risk of damage to the compressor 41 can be significantly reduced, its service life can be extended, and it also helps to maintain the long-term and efficient operation of the entire thermal management system 100.

[0086] Reference Figure 1 and Figure 2In some embodiments, the first multi-way valve 21 includes multiple first channels 211. The third port 21c and the fourth ports 21d are each connected to one end of a first channel 211, and the first port 21a is connected to the other end of each first channel 211. The thermal management system 100 also includes multiple first shut-off valves 51, each of which is located in each of the first channels 211. Thus, each first channel 211 is equipped with a first shut-off valve 51, enabling the thermal management system 100 to precisely control the opening and closing of each heat exchange path 11. This provides a high degree of controllability and allows for dynamic adjustment of the operating state of each heat exchange path 11 based on actual needs. The heat exchange paths 11 can be flexibly selected for operation based on different operating conditions (such as temperature requirements and load changes), thereby achieving optimized energy management and utilization efficiency. Furthermore, if a heat exchange path 11 fails or requires maintenance, the fault point can be isolated by closing the first shut-off valve 51 on the corresponding first channel 211 without affecting other normally operating paths. This ensures the continuous operation of the thermal management system 100 and reduces the impact on overall performance during maintenance.

[0087] Reference Figure 1 and Figure 2In some embodiments, the multiple heat exchange paths 11 include a battery heat exchange path 111, the multiple fourth interfaces 21d include a first heat exchange port 21e, and the first heat exchange port 21e is connected to one end of the battery heat exchange path 111. The multiple first channels 211 include a first connecting channel 2111 connecting the first interface 21a and the first heat exchange port 21e. The multiple first shut-off valves 51 include a first ball valve 511, and the first ball valve 511 is disposed in the first connecting channel 2111. As batteries are critical components, their operating temperature is subject to strict requirements. Through a dedicated battery heat exchange path 111 and a precisely controlled first ball valve 511, precise regulation of battery temperature can be achieved, ensuring that the battery always operates within the optimal temperature range, thereby extending battery life and improving its performance. When the battery does not need to exchange heat or an abnormality occurs, the battery heat exchange path 111 can be isolated by closing the first ball valve 511 to prevent unnecessary energy exchange or potential safety risks. The presence of the battery heat exchange flow path 111 enables the thermal management system 100 to perform targeted energy management based on the actual battery status (such as heat generation during charging and discharging), avoiding unnecessary energy loss and improving overall energy efficiency. By integrating the battery heat exchange flow path 111 with other heat exchange flow paths 11 into the same thermal management system 100 and centrally controlling it using the first multi-way valve 21, the overall layout of the thermal management system 100 is simplified. Furthermore, by adjusting the opening of the first ball valve 511, the flow rate of the first heat exchange medium flowing into the battery heat exchange flow path 111 can be precisely controlled. This allows the battery to operate within the optimal operating temperature range, avoiding overheating or overcooling that negatively impacts battery performance and lifespan. Furthermore, the flow rate can be adjusted in real time based on the actual battery operating status (such as heat generation during charging and discharging) to ensure that the battery is always at the optimal temperature. The design of the first ball valve 511 ensures that the appropriate amount of first heat exchange medium is provided when needed, avoiding unnecessary energy consumption. For example, when the battery load is low, the flow rate can be reduced to save energy; under high load conditions, the flow rate can be increased to quickly dissipate heat.

[0088] Reference Figure 1 and Figure 2In some embodiments, a plurality of second channels 212 are formed within the first multi-way valve 21. The third port 21c and the plurality of fourth ports 21d are each connected to one end of a second channel 212, and the second port 21b is connected to the other end of each second channel 212. The thermal management system 100 further includes a plurality of second shut-off valves 52, each of which is disposed in each of the plurality of second channels 212. Thus, each second channel 212 is equipped with a second shut-off valve 52, enabling the thermal management system 100 to precisely control the opening or closing of each heat exchange flow path 11. This provides a high degree of controllability and allows for dynamic adjustment of the operating state of each heat exchange flow path 11 based on actual needs. Furthermore, this design allows for flexible selection of heat exchange flow paths 11 for operation based on different operating conditions (such as temperature requirements, load changes, etc.), thereby achieving optimized energy management and utilization efficiency. If a heat exchange flow path 11 fails or requires maintenance, the fault point can be isolated by closing the second shut-off valve 52 on the corresponding second channel 212 without affecting other normally operating flow paths. This ensures continuous operation of the thermal management system 100 while minimizing the impact on overall performance during maintenance. Precisely controlling the on / off states of each heat exchange path 11 prevents unnecessary energy loss. For example, under partial load conditions, activating only the necessary heat exchange paths 11 allows the compressor 41 and other key components to operate at their optimal efficiency.

[0089] Reference Figure 1 and Figure 2In some embodiments, the plurality of second valve ports 22b include a first valve port 22c and two second valve ports 22d. The plurality of heat exchange paths 11 include a refrigerator heat exchange path 112, a passenger compartment heat exchange path 113, and a battery heat exchange path 111. One end of the refrigerator heat exchange path 112 is connected to the first valve port 22c, and one end of the passenger compartment heat exchange path 113 and one end of the battery heat exchange path 111 are respectively connected to the two second valve ports 22d. The first valve port 22a can selectively communicate with at least one of the first valve port 22c and the two second valve ports 22d. Thus, by selectively communicating the first valve port 22a with one or more of the first valve port 22c or the two second valve ports 22d, the thermal management system 100 can meet different application requirements, such as at least one of refrigerator cooling, passenger compartment temperature regulation, and battery temperature control. According to the actual needs of each part (for example, the refrigerator may require a continuous low-temperature environment, while the passenger compartment needs to be adjusted according to the outside temperature), the thermal management system 100 can allocate cooling or heating resources in a targeted manner to avoid unnecessary energy consumption. Reasonable arrangement of the working status of each heat exchange flow path 11 helps to improve the heat exchange efficiency of the entire thermal management system 100, ensuring that the best energy efficiency performance can be achieved under different working conditions, thereby reducing energy waste. Integrating the refrigerator heat exchange flow path 112, the passenger compartment heat exchange flow path 113 and the battery heat exchange flow path 111 into the same thermal management system 100 and centrally controlling them through the second multi-way valve 22 simplifies the overall layout of the thermal management system 100, thereby reducing potential failure points, facilitating daily maintenance and inspection, and further reducing long-term operating costs.

[0090] It should be noted that the refrigerator heat exchange circuit 112 provides a stable supply of heat or cold to the refrigerator. The passenger compartment heat exchange circuit 113 adjusts the interior temperature based on the outside temperature and personal preferences, providing a comfortable riding experience. The battery heat exchange circuit 111 ensures that the battery is always within the optimal operating temperature range, extending its lifespan and improving its performance.

[0091] Reference Figure 1 and Figure 3In some embodiments, the second multi-way valve 22 includes a first flow channel 221 and two second flow channels 222. One end of the first flow channel 221 and one end of the two second flow channels 222 are both connected to the first valve port 22a. The other end of the first flow channel 221 is connected to the first valve port 22c, and the other ends of the two second flow channels 222 are respectively connected to the two second valve ports 22d. The thermal management system also includes multiple third shut-off valves 53, which are respectively provided in the first flow channel 221 and the two second flow channels 222. Thus, each of the first flow channel 221 and the two second flow channels 222 is equipped with a third shut-off valve 53, enabling the thermal management system 100 to precisely control the opening or closing of the refrigerator heat exchange flow path 112, the passenger compartment heat exchange flow path 113, and the battery heat exchange flow path 111. This provides a high degree of controllability, allowing the operating state of each heat exchange flow path 11 to be dynamically adjusted according to actual needs. This design allows for flexible selection of heat exchange paths 11 based on various operating conditions (such as temperature requirements and load variations), thereby achieving optimized energy management and utilization efficiency. Furthermore, if a heat exchange path 11 fails or requires maintenance, the fault point can be isolated by closing the third shutoff valve 53 in the corresponding path without affecting other normally operating paths. This ensures continuous operation of the thermal management system 100 while minimizing the impact on overall performance during maintenance.

[0092] Specifically, the refrigerator heat exchange flow path 112 is connected to the first valve port 22a through the first flow channel 221, so that the third stop valve 53 can accurately control the flow of the first heat exchange medium entering the refrigerator heat exchange flow path 112, thereby optimizing the heat exchange efficiency. The passenger compartment heat exchange flow path 113 is connected to the first valve port 22a through a second flow channel 222, and can adjust the temperature inside the vehicle according to the needs of the passengers, providing a comfortable riding experience. When the passenger compartment temperature does not need to be adjusted, energy can be saved by closing the corresponding third stop valve 53. The battery heat exchange flow path 111 is connected to the first valve port 22a through another second flow channel 222, ensuring that the battery is always within the optimal operating temperature range, extending the battery life and improving its performance. Precisely controlling the flow of the battery heat exchange flow path 111 helps prevent damage to the battery due to overheating or overcooling.

[0093] Reference Figure 1 and Figure 3In some embodiments, the multiple third shut-off valves 53 include a first expansion valve 531, which is located in the first flow channel 221. This allows the first expansion valve 531 to precisely adjust the amount of first heat exchange medium entering the refrigerator's heat exchange flow path 112 based on the needs of the thermal management system 100, helping to maintain a constant and suitable temperature environment inside the refrigerator. When the ambient temperature or the refrigerator's internal load changes, the first expansion valve 531 can dynamically adjust the flow rate of the first heat exchange medium based on actual needs, ensuring that the thermal management system 100 always operates optimally. By precisely controlling the flow rate of the first heat exchange medium, energy waste caused by excessive cooling is avoided, improving the energy efficiency of the entire thermal management system 100. For example, the supply of the first heat exchange medium can be reduced under low load conditions and increased under high load conditions to achieve energy savings. The first expansion valve 531 throttles the flow of the first heat exchange medium in the first flow channel 221 as needed, effectively preventing overcooling or overheating caused by improper flow of the first heat exchange medium, protecting the refrigerator from damage and extending its service life. In addition, if a problem occurs in the refrigerator heat exchange flow path 112, the problem area can be isolated by closing the first expansion valve 531 to prevent the problem from spreading and causing greater damage to the entire thermal management system 100.

[0094] Integrating the first expansion valve 531 into the first flow channel 221 of the second multi-way valve 22 reduces the additional space and pipe connections required for the independent installation of the first expansion valve 531, simplifies the layout of the thermal management system 100, and reduces complexity. Maintaining a stable temperature environment is crucial for refrigerators. The first expansion valve 531 can accurately adjust the flow rate of the first heat exchange medium according to the actual temperature and load conditions inside the refrigerator, ensuring that temperature fluctuations inside the refrigerator are minimized and providing better food preservation effects. In addition, the first expansion valve 531 can prevent extreme temperature fluctuations inside the refrigerator, help reduce the workload of the refrigerator compressor 41 and other key components, and extend the service life of these devices.

[0095] Reference Figure 1 and Figure 3In some embodiments, the multiple third shut-off valves 53 include two solenoid valves 532, one located in each of the two second flow channels 222. This allows the solenoid valves 532 to quickly and accurately open and close, allowing the system to precisely control the passenger compartment heat exchange path 113 and the battery heat exchange path 111 based on actual needs. This means that the operating states of the passenger compartment heat exchange path 113 and the battery heat exchange path 111 can be dynamically adjusted based on real-time monitored data (such as temperature and humidity), thereby achieving optimized energy management and utilization efficiency. The solenoid valves 532 have a fast response time, enabling them to open or close in a short period of time. This enables the thermal management system 100 to quickly respond to environmental changes or load fluctuations. For example, when the passenger compartment needs to be cooled quickly, the flow rate of the first heat exchange medium can be increased by quickly opening the corresponding solenoid valve 532. Because the solenoid valves 532 can be directly driven by the electronically controlled thermal management system 100, their state can be adjusted instantly based on preset conditions or user instructions, further improving the responsiveness and adaptability of the thermal management system 100. Solenoid valve 532 precisely controls the opening and closing states of passenger compartment heat exchange path 113 and battery heat exchange path 111, avoiding unnecessary energy loss. For example, when heating or cooling is not required, solenoid valve 532 in the corresponding flow path is closed, saving energy. Integrating solenoid valve 532 into second flow path 222 of second multi-way valve 22 reduces the additional space and piping required for separate valve installations, simplifying the layout of thermal management system 100 and reducing complexity. This reduces potential points of failure, facilitating routine maintenance and overhaul, and further reducing long-term operating costs.

[0096] Reference Figure 1 and Figure 3In some embodiments, the multiple second valve ports 22b further include a third valve port 22e, and the multiple heat exchange paths 11 further include a motor heat exchange path 114. One end of the motor heat exchange path 114 is connected to the third valve port 22e, which can selectively communicate with at least one of the two second valve ports 22d. Thus, with the introduction of the motor heat exchange path 114, the thermal management system 100 can not only meet the temperature control needs of the refrigerator, passenger compartment, and battery, but also effectively manage the temperature of the motor. This is particularly important for electric vehicles or other electric devices, as effective heat dissipation from the motor directly affects its performance and lifespan. By selectively communicating the third valve port 22e with at least one of the two second valve ports 22d, not only can the electrodes be cooled, but waste heat from the motor heat exchange path 114 can also be utilized. Integrating the motor heat exchange flow path 114 into the same thermal management system 100 and centrally controlling it through the second multi-way valve 22 simplifies the overall layout of the thermal management system 100, reduces the complexity and installation difficulty of the thermal management system 100, reduces potential failure points, facilitates daily maintenance and inspection, and further reduces long-term operating costs.

[0097] Reference Figure 1 and Figure 3 , specifically, refer to Figure 2 and Figure 3 In some embodiments, two third flow channels 223 are further formed within the second multi-way valve 22. One end of each of the third flow channels 223 is connected to the third valve interface 22e, and the other end of each of the third flow channels 223 is connected to the two second valve interfaces 22d, respectively. The thermal management system also includes multiple fourth shut-off valves 54, with each third flow channel 223 being provided with a fourth shut-off valve 54. By providing the fourth shut-off valves 54, the thermal management system 100 can precisely control the connection between the motor heat exchange flow path 114 and the passenger compartment heat exchange flow path 113 and / or the battery heat exchange flow path 111. This allows for flexible selection of which flow paths are active based on actual needs, thereby achieving optimized energy management and utilization efficiency. The fourth shut-off valves 54 can be quickly opened or closed, allowing the thermal management system 100 to quickly switch between states. Since the fourth shut-off valves 54 are typically directly driven by the electronically controlled thermal management system 100, their state can be instantly adjusted based on preset conditions or user instructions, further improving the responsiveness and adaptability of the thermal management system 100. By precisely controlling the open and closed states of each heat exchange flow path 11, unnecessary energy loss can be avoided. For example, when motor cooling is not required, the fourth shutoff valve 54 on the corresponding flow path can be closed, saving energy. Integrating the two third flow paths 223 and their corresponding fourth shutoff valves 54 into the second multi-way valve 22 simplifies the layout of the thermal management system 100, reducing complexity and potential points of failure. It also facilitates routine maintenance and repair, further reducing long-term operating costs.

[0098] Reference Figure 1 In some embodiments, the thermal management system 100 further includes a heat dissipation circulation circuit 60, which is used to transport a second heat exchange medium to cool the motor electronic control system 200. The heat dissipation circulation circuit 60 is thermally connected to the motor heat exchange circuit 114. The heat dissipation circulation circuit 60 specifically provides cooling support for the motor electronic control system 200, ensuring that these critical components can operate within the optimal temperature range. This not only helps improve the performance of the motor and electronic control system, but also extends their service life. By thermally connecting the heat dissipation circulation circuit 60 to the motor heat exchange circuit 114, a redundant cooling system is formed. Even if one of the circuits fails or its efficiency decreases, the other circuit can continue to operate, providing additional safety. The thermal connection between the heat dissipation circulation circuit 60 and the motor heat exchange circuit 114 can more efficiently transfer heat and reduce the energy loss when cooling each component separately. For example, overall energy consumption can be reduced by sharing the first heat exchange medium or utilizing existing cooling resources. When the motor and electronic control system 200 generates a large amount of heat, the heat dissipation circulation circuit 60 can quickly activate and effectively reduce the temperature, preventing overheating. Because the motor heat exchange circuit 114 is thermally connected to the heat dissipation circulation circuit 60, the motor heat exchange circuit 114 can absorb heat from the heat dissipation circulation circuit 60, thereby cooling the heat dissipation circulation circuit 60. The motor heat exchange circuit 114 that absorbs heat can then recycle the heat for reuse, such as transferring it to at least one of the refrigerator heat exchange circuit 112, the passenger compartment heat exchange circuit 113, and the battery heat exchange circuit 111, thereby heating the refrigerator, the passenger compartment, and the battery.

[0099] Reference Figure 1 In some embodiments, the motor heat exchange flow path 114 includes a third heat exchanger 1141, which has two parallel heat exchange channels. One heat exchange channel has two ends connected to the first heat exchange port 21e and the third valve port 22e, respectively. The other heat exchange channel has two ends connected to the third multi-way valve 80 and the water pump 62, respectively. This achieves a thermal connection between the motor heat exchange flow path 114 and the heat dissipation circulation flow path 60, resulting in a simple structure and improved heat exchange efficiency.

[0100] Specifically, refer to Figure 1In some embodiments, the heat dissipation circulation circuit 60 includes a radiator 61 and a water pump 62, and the motor-electronic control system 200 is connected in series with the radiator 61 and the water pump 62. Thus, the second heat exchange medium flows under the action of the water pump 62, so that after exchanging heat with the motor-electronic control system 200, the second heat exchange medium can exchange heat with the motor heat exchange circuit 114, then flow back to the motor-electronic control system 200 after being cooled by the radiator 61. This allows the motor-electronic control system 200 to operate at an appropriate temperature, thereby extending the service life of the motor-electronic control system 200.

[0101] Reference Figure 1 The thermal management system 100 also includes a heat dissipation fan 70, which is arranged adjacent to the radiator 61 and the first evaporative condenser 30. In this way, under the action of the heat dissipation fan 70, heat exchange between the air and the radiator 61 and the first evaporative condenser 30 can be promoted, thereby improving the heat exchange efficiency between the radiator 61 and the first evaporative condenser 30 and the air.

[0102] In addition, refer to Figure 1 In some embodiments, the thermal management system 100 further includes a third multi-way valve 80, which includes a first connection port, a second connection port, and a third connection port. The first connection port is connected to the radiator 61, the second connection port is connected to the water pump 62, and the third connection port is connected to the motor control system 200. This allows the radiator 61 to be connected as needed, thereby meeting the different heat dissipation requirements of the electrode electrical system and improving the user experience.

[0103] Reference Figure 1 The thermal management system also includes a water tank 90, which is connected to the motor-electronic control system 200 and the heat dissipation circulation circuit 60 via pipelines. The water tank 90 is used to store a second heat exchange medium. This allows the second heat exchange medium in the water tank 90 to be replenished in the motor-electronic control system 200 and the heat dissipation circulation circuit 60, ensuring efficient heat dissipation for the motor-electronic control system 200.

[0104] Reference Figure 1 and Figure 3In some embodiments, the two second valve interfaces 22d include a first connecting valve port 22f and a second connecting valve port 22g. The first connecting valve port 22f is connected to the passenger compartment heat exchange flow path 113, and the second connecting valve port 22g is connected to the battery heat exchange flow path 111. The first connecting valve port 22f can selectively communicate with at least one of the first valve interface 22c and the second connecting valve port 22g. In this way, the thermal management system 100 can flexibly switch between different operating modes, improving the user experience. In addition, this design can reasonably arrange the operating state of each heat exchange flow path 11 as needed, helping to improve the heat exchange efficiency of the entire thermal management system 100, ensuring optimal energy efficiency performance under different operating conditions, thereby reducing energy waste.

[0105] Reference Figure 1 and Figure 3In some embodiments, the second multi-way valve 22 further includes a fourth flow channel 224 and a fifth flow channel 225. The fourth flow channel 224 connects the first valve interface 22c and the first connecting valve port 22f, respectively, while the fifth flow channel 225 connects the first connecting valve port 22f and the second connecting valve port 22g, respectively. The thermal management system also includes multiple fifth shut-off valves 55, which are disposed in the fourth flow channel 224 and the fifth flow channel 225. By connecting the fourth flow channel 224 to the first valve interface 22c and the first connecting valve port 22f, and the fifth flow channel 225 to the first connecting valve port 22f and the second connecting valve port 22g, the thermal management system 100 can select different connection paths based on actual needs. For example, in some cases, the refrigerator heat exchange path 112 can be connected directly to the passenger compartment heat exchange path 113 via the fourth flow channel 224; in other cases, the passenger compartment heat exchange path 113 can be connected to the battery heat exchange path 111 via the fifth flow channel 225. The fifth shut-off valve 55 provided on each flow channel allows for independent control of each path, enabling the thermal management system 100 to dynamically adjust the operating state of each flow channel based on real-time monitoring data, ensuring that each key component operates within its optimal temperature range. Because the fifth shut-off valve 55 can be quickly opened or closed, the thermal management system 100 can switch between different operating modes in a short period of time. By precisely controlling the opening and closing states of each flow channel, unnecessary energy loss can be avoided. For example, when it is not necessary to cool the passenger compartment and the battery at the same time, the fifth shut-off valve 55 on the corresponding flow channel can be closed to save energy. Integrating the fourth flow channel 224 and the fifth flow channel 225 and their corresponding fifth shut-off valves 55 into the second multi-way valve 22 reduces the additional space and piping required for independently installed valves, simplifies the layout of the thermal management system 100, reduces complexity, reduces potential failure points, and facilitates daily maintenance and overhaul, further reducing long-term operating costs. By connecting the first valve interface 22c and the first connecting valve port 22f via the fourth flow channel 224, the refrigerator heat exchange flow path 112 can be connected to the passenger compartment heat exchange flow path 113 when necessary, sharing cooling resources and improving overall heat exchange efficiency. By connecting the first connecting valve port 22f and the second connecting valve port 22g via the fifth flow channel 225, the passenger compartment heat exchange flow path 113 can be connected to the battery heat exchange flow path 111 when necessary, achieving integrated management. For example, during extended vehicle travel, this approach can balance the cooling needs of the passenger compartment and the battery.

[0106] Reference Figure 1 and Figure 3 , specifically, refer to Figure 2 and Figure 8In some embodiments, the plurality of fifth shut-off valves 55 include a second expansion valve 551, which is located in the fourth flow channel 224. This allows the second expansion valve 551 to precisely adjust the flow rate of the first heat exchange medium connecting the first valve interface 22c and the first connecting valve port 22f through the fourth flow channel 224 according to the needs of the thermal management system 100, ensuring that both the refrigerator and the passenger compartment operate within their optimal temperature ranges. Furthermore, precise control of the flow rate of the first heat exchange medium by the second expansion valve 551 avoids energy waste caused by excessive cooling, thereby improving the energy efficiency of the entire thermal management system 100. The second expansion valve 551 effectively prevents overcooling or overheating caused by improper flow of the first heat exchange medium, protecting the refrigerator and other related components from damage and extending their service life. If a problem occurs in the refrigerator heat exchange flow path 112 or the passenger compartment heat exchange flow path 113, the second expansion valve 551 can be closed to isolate the problem area, preventing the problem from spreading and causing further damage to the entire thermal management system 100. Integrating the second expansion valve 551 into the fourth flow channel 224 of the second multi-way valve 22 reduces the additional space and piping connections required for independent installation of the second expansion valve 551, simplifies the layout of the thermal management system 100, reduces complexity, and thus reduces potential failure points. It also facilitates daily maintenance and overhaul, further reducing long-term operating costs.

[0107] Reference Figure 1 and Figure 3 In some embodiments, the multiple fifth shut-off valves 55 include a second ball valve 552, which is located in the fifth flow channel 225. This allows the second ball valve 552 to open and close quickly, enabling the thermal management system 100 to complete state switching in a short period of time. By controlling the state of the second ball valve 552, the system can flexibly choose whether to allow heat exchange between the passenger compartment heat exchange path 113 and the battery heat exchange path 111 under different operating conditions. For example, in some cases, the second ball valve 552 can be closed to disconnect the heat exchange path between the passenger compartment and the battery; in other cases, the second ball valve 552 can be opened to connect the two. Integrating the second ball valve 552 into the fifth flow channel 225 of the second multi-way valve 22 reduces the additional space and piping required for independently installed valves, simplifying system layout, reducing complexity, and reducing potential points of failure. It also facilitates routine maintenance and overhaul, further reducing long-term operating costs. A second ball valve 552 located in the fifth flow channel 225 allows the passenger compartment heat exchange path 113 to be connected to the battery heat exchange path 111 when necessary, sharing cooling resources and improving overall heat exchange efficiency. The second ball valve 552 regulates the connection between the passenger compartment heat exchange path 113 and the battery heat exchange path 111, ensuring the battery remains within its optimal operating temperature range, extending battery life and improving performance.

[0108] In addition, by adjusting the opening of the second ball valve 552, the flow rate of the first heat exchange medium transported by the fifth flow channel 225 can be precisely controlled, so that the passenger compartment heat exchange flow path 113 and the battery heat exchange flow path 111 can both operate within the most suitable operating temperature range for the passenger compartment and the battery. In addition, the flow rate can be adjusted in real time according to the actual operating state of the battery (such as heat generation during charging and discharging) to ensure that the battery is always at the optimal temperature condition. The design of the second ball valve 552 allows for the provision of an appropriate amount of the first heat exchange medium when needed, avoiding unnecessary energy consumption. For example, when the battery load is low, the flow rate can be reduced to save energy; under high load conditions, the flow rate can be increased to quickly dissipate heat.

[0109] Reference Figure 1 In some embodiments, the passenger compartment heat exchange circuit 113 includes a second evaporative condenser 1131 and a third expansion valve 1132, which are arranged in series. This allows the third expansion valve 1132 to precisely adjust the amount of first heat exchange medium entering the second evaporative condenser 1131 based on the needs of the thermal management system 100. This helps ensure that the first heat exchange medium enters the second evaporative condenser 1131 at an appropriate flow rate, thereby achieving efficient heat exchange. By adjusting the flow rate of the first heat exchange medium, the third expansion valve 1132 ensures that the first heat exchange medium fully evaporates in the second evaporative condenser 1131, improving evaporation efficiency and, consequently, enhancing the heat exchange performance of the entire thermal management system 100. By precisely controlling the flow rate of the first heat exchange medium, energy waste caused by excessive cooling is avoided, thereby improving the energy efficiency of the entire thermal management system 100. For example, the supply of the first heat exchange medium can be reduced under low load conditions and increased under high load conditions to achieve energy savings.

[0110] It should be noted that the second evaporative condenser 1131 is connected to the fourth interface 21d, and the third expansion valve 1132 is connected to the second connecting valve port 22g.

[0111] Reference Figure 1In some embodiments, the multiple heat exchange paths 11 include a battery heat exchange path 111, which includes a first heat exchanger 1111 and a fourth expansion valve 1112. The first heat exchanger 1111 and the fourth expansion valve 1112 are arranged in series. In this way, the fourth expansion valve 1112 can accurately adjust the amount of the first heat exchange medium entering the first heat exchanger 1111 according to the needs of the thermal management system 100, which helps to ensure that the first heat exchange medium enters the heat exchanger at an appropriate flow rate, thereby achieving efficient heat exchange. By adjusting the flow rate of the first heat exchange medium, the fourth expansion valve 1112 can enable the first heat exchange medium to fully evaporate in the first heat exchanger 1111, improve the evaporation efficiency, and thereby improve the heat exchange performance of the entire thermal management system 100. The fourth expansion valve 1112 can dynamically adjust the flow rate of the first heat exchange medium, allowing the thermal management system 100 to quickly respond to changes in the external environment or load fluctuations. For example, under high-load conditions (such as rapid charging or high-power output), the cooling effect can be improved by increasing the flow rate of the first heat exchange medium; while under low-load conditions, the flow rate of the first heat exchange medium can be reduced to save energy. This design allows the thermal management system 100 to flexibly adjust its operating state under different operating conditions, ensuring that the battery is always within the optimal operating temperature range and preventing overheating or overcooling from affecting battery performance.

[0112] In some embodiments, the plurality of heat exchange paths 11 include a refrigerator heat exchange path 112 , and the refrigerator heat exchange path 112 includes a second heat exchanger 1121 , which is used to exchange heat with the refrigerator.

[0113] It should be noted that in the above embodiment, the types of the first heat exchanger 1111, the second heat exchanger 1121, and the third heat exchanger 1141 can be selected as needed and are not limited in this application. Specifically, in the embodiment of this application, the first heat exchanger 1111 includes a direct cooling plate. The third heat exchanger 1141 includes a plate heat exchanger.

[0114] Specifically, the thermal management system 100 has multiple working modes, including single battery cooling condition, battery cooling + passenger compartment cooling condition, battery cooling + passenger compartment cooling + refrigerator cooling condition, single passenger compartment cooling condition, passenger compartment cooling + refrigerator cooling condition, single battery heating condition, battery heating + passenger compartment heating condition, battery heating + passenger compartment heating + refrigerator heating condition, single passenger compartment heating condition, passenger compartment heating + refrigerator heating condition, electric drive cooling condition, lower ambient temperature single battery cooling condition, single battery heating and motor waste heat utilization condition, battery heating + passenger compartment heating and motor waste heat utilization condition, single passenger compartment heating and motor waste heat utilization condition, battery cooling + passenger compartment heating condition, low ambient temperature battery cooling + passenger compartment heating condition, low ambient temperature battery cooling + passenger compartment heating and motor waste heat utilization condition.

[0115] The following describes in detail the working principles of the thermal management system 100 in each mode:

[0116] Reference Figure 1 When the thermal management system 100 switches to the single battery cooling mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first evaporative condenser 30 for condensation. The cooling fan is turned on, and then the medium passes through the second multi-way valve 22 and enters the fourth expansion valve 1112 for throttling. The throttled low-temperature and low-pressure first heat exchange medium enters the first heat exchanger 1111 to exchange heat with the battery cell to cool the battery. After heat exchange, the first heat exchange medium flows through the first multi-way valve 21 and then enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0117] Reference Figure 4 When the thermal management system 100 switches to the battery cooling + passenger compartment cooling mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first evaporative condenser 30 for condensation. The cooling fan is turned on, and then the first heat exchange medium passes through the second multi-way valve 22 and enters the fourth expansion valve 1112 and the third expansion valve 1132 respectively for throttling. The low-temperature and low-pressure first heat exchange medium throttled in the fourth expansion valve 1112 enters the first heat exchanger 1111 to exchange heat with the battery cells to achieve battery cooling. The low-temperature and low-pressure first heat exchange medium throttled in the third expansion valve 1132 enters the second evaporative condenser 1131 to exchange heat with the passenger compartment air to cool the passenger compartment. The first heat exchange medium after heat exchange flows through the first multi-way valve 21 and then enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0118] Reference Figure 5 When the thermal management system 100 switches to the battery cooling + passenger compartment cooling + refrigerator cooling mode, the high-temperature, high-pressure first heat exchange medium from the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first evaporative condenser 30 for condensation. The cooling fan is turned on. The first heat exchange medium then flows through the second multi-way valve 22 and enters the fourth expansion valve 1112, the third expansion valve 1132, and the first expansion valve 531 for throttling. The low-temperature, low-pressure first heat exchange medium throttled in the fourth expansion valve 1112 enters the first heat exchanger 1111 to exchange heat with the battery cells for battery cooling. The low-temperature, low-pressure first heat exchange medium throttled in the third expansion valve 1132 enters the second evaporative condenser 1131 to exchange heat with the passenger compartment air for cooling the passenger compartment. The low-temperature, low-pressure first heat exchange medium throttled in the first expansion valve 531 enters the second heat exchanger 1121 to exchange heat with the refrigerator air for refrigerator cooling. The first heat exchange medium, after heat exchange, flows through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0119] Reference Figure 6When the thermal management system 100 switches to the single passenger compartment cooling mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first evaporative condenser 30 for condensation. The cooling fan is turned on, and then the first heat exchange medium passes through the second multi-way valve 22 and enters the third expansion valve 1132 for throttling. The throttled low-temperature and low-pressure first heat exchange medium enters the second evaporative condenser 1131 to exchange heat with the passenger compartment air to cool the passenger compartment. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0120] Reference Figure 7 When the thermal management system 100 switches to the passenger compartment cooling + refrigerator cooling mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first evaporative condenser 30 for condensation. The cooling fan is turned on, and then the first heat exchange medium passes through the second multi-way valve 22 and enters the third expansion valve 1132 and the first expansion valve 531 for throttling. The throttled low-temperature and low-pressure first heat exchange medium enters the second evaporative condenser 1131 and the second heat exchanger 1121 to exchange heat with the passenger compartment and refrigerator air to cool the passenger compartment and the refrigerator. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0121] Reference Figure 8 When the thermal management system 100 switches to the single battery heating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first heat exchanger 1111 to exchange heat with the battery cell to heat the battery, and then enter the fourth expansion valve 1112 for throttling. The throttled low-temperature and low-pressure first heat exchange medium will pass through the second multi-way valve 22 and enter the first evaporative condenser 30 to evaporate. The cooling fan is turned on. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0122] Reference Figure 9 When the thermal management system 100 switches to the battery heating + passenger compartment heating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first heat exchanger 1111 and the second evaporative condenser 1131 for condensation. The flow rate and condensation pressure of the first heat exchange medium entering the first heat exchanger 1111 are controlled by the opening degree of the first ball valve 511. The first heat exchange medium exchanges heat with the battery cells and the air in the passenger compartment respectively to heat the battery and the passenger compartment. The condensed first heat exchange medium enters the fourth expansion valve 1112 and the third expansion valve 1132 for throttling. The throttled first heat exchange medium enters the first evaporative condenser 30 through the second multi-way valve 22 for evaporation. The cooling fan is turned on. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0123] Reference Figure 10 When the thermal management system 100 switches to the battery heating + passenger compartment heating + refrigerator heating mode, the high-temperature, high-pressure first heat exchange medium from the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131, the first heat exchanger 1111, the second heat exchanger 1121, and the intermediate condenser. The opening of the first ball valve 511 is used to control the flow rate and condensation pressure of the first heat exchange medium entering the first heat exchanger 1111, so that the first heat exchange medium exchanges heat with the battery cells, the air in the passenger compartment, and the air in the refrigerator, thereby heating the battery, the passenger compartment, and the refrigerator. The condensed first heat exchange medium enters the fourth expansion valve 1112, the third expansion valve 1132, and the first expansion valve 531 for throttling. The throttled first heat exchange medium then enters the first evaporative condenser 30 through the second multi-way valve 22 for evaporation. The cooling fan is turned on. The first heat exchange medium passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0124] Reference Figure 11 When the thermal management system 100 switches to the single passenger compartment heating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131 to exchange heat with the passenger compartment air, heating the passenger compartment, and then enter the third expansion valve 1132 for throttling. The throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and enters the first evaporative condenser 30 to evaporate. The cooling fan is turned on. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0125] Reference Figure 12 When the thermal management system 100 switches to the passenger cabin heating + refrigerator heating operating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131 to exchange heat with the passenger cabin air, and enter the second heat exchanger 1121 to exchange heat with the refrigerator air, heating the passenger cabin and the refrigerator, and then enter the third expansion valve 1132 for throttling. The throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and enters the first evaporative condenser 30 to evaporate, the cooling fan is turned on, and the first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0126] Figure 13 When the thermal management system 100 switches to the electric drive cooling-only mode, the first connection port and the second connection port of the third multi-way valve 80 are connected. The water pump 62 causes the second heat exchange medium to flow through the third heat exchanger 1141 and the third multi-way valve 80, and then enters the radiator 61 for cooling. The cooling fan is turned on, and the cooled second heat exchange medium flows through the motor electronic control system 200 to cool the motor electronic control system 200.

[0127] Reference Figure 14 When the thermal management system 100 switches to a lower ambient temperature single battery cooling condition, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the third heat exchanger 1141 for condensation, and then pass through the second multi-way valve 22 and enter the fourth expansion valve 1112 for throttling. The throttled low-temperature and low-pressure first heat exchange medium enters the first heat exchanger 1111 to exchange heat with the battery cell to cool the battery. After heat exchange, the first heat exchange medium flows through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0128] Figure 15 When the thermal management system 100 switches to the single battery heating and motor waste heat utilization operating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first heat exchanger 1111 to exchange heat with the battery cell to achieve battery heating, and then enter the fourth expansion valve 1112 for throttling. The throttled low-temperature and low-pressure first heat exchange medium will pass through the second multi-way valve 22 and then enter the third heat exchanger 1141 to evaporate, so as to achieve waste heat utilization of the motor electronic control system 200. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and then enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0129] It should be noted that under this working condition, the third heat exchanger 1141 exchanges heat with the heat dissipation circulation path 60, so that the heat of the heat dissipation circulation path 60 can be transferred to the third heat exchanger 1141, so that the third heat exchanger 1141 can absorb the waste heat of the motor electronic control system 200.

[0130] Reference Figure 16 When the thermal management system 100 switches to the battery heating + passenger compartment heating and motor waste heat utilization operating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the first heat exchanger 1111 and the second evaporative condenser 1131 for condensation. The flow rate and condensation pressure of the first heat exchange medium entering the first heat exchanger 1111 are controlled by the opening degree of the first ball valve 511. The first heat exchange medium exchanges heat with the battery cells and the air in the passenger compartment to heat the battery and the passenger compartment. The condensed first heat exchange medium enters the fourth expansion valve 1112 and the third expansion valve 1132 for throttling. The throttled first heat exchange medium enters the third heat exchanger 1141 through the second multi-way valve 22 to evaporate and realize waste heat utilization of the motor electronic control system 200. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0131] It should be noted that under this working condition, the third heat exchanger 1141 exchanges heat with the heat dissipation circulation path 60, so that the heat of the heat dissipation circulation path 60 can be transferred to the third heat exchanger 1141, so that the third heat exchanger 1141 can absorb the waste heat of the motor electronic control system 200.

[0132] Reference Figure 17 When the thermal management system 100 switches to the single passenger compartment heating and motor waste heat utilization operating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and enter the second evaporative condenser 1131 to exchange heat with the passenger compartment air, heating the passenger compartment, and then enter the third expansion valve 1132 for throttling. The throttled low-temperature and low-pressure first heat exchange medium will pass through the second multi-way valve 22 and enter the third heat exchanger 1141 to evaporate and realize the waste heat utilization of the motor electronic control system 200. The first heat exchange medium after heat exchange passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0133] It should be noted that under this working condition, the third heat exchanger 1141 exchanges heat with the heat dissipation circulation path 60, so that the heat of the heat dissipation circulation path 60 can be transferred to the third heat exchanger 1141, so that the third heat exchanger 1141 can absorb the waste heat of the motor electronic control system 200.

[0134] Reference Figure 18 When the thermal management system 100 switches to the battery cooling + passenger compartment heating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131 to exchange heat with the passenger compartment air to heat the passenger compartment, and then enter the third expansion valve 1132 for throttling. The throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and then flows through the fourth expansion valve 1112, and then enters the first heat exchanger 1111 to exchange heat with the battery cell to achieve battery cooling. After heat exchange, the first heat exchange medium passes through the first multi-way valve 21 and enters the gas-liquid separator 42, and finally returns to the compressor 41.

[0135] Reference Figure 19When the thermal management system 100 switches to the lower ambient temperature battery cooling + passenger compartment heating operating mode, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131 to exchange heat with the passenger compartment air to heat the passenger compartment, and then enter the third expansion valve 1132 for throttling. A portion of the throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and flows through the fourth expansion valve 1112, and then enters the first heat exchanger 1111 to exchange heat with the battery cell to achieve battery cooling; another portion of the throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and enters the first evaporative condenser 30 to evaporate, the cooling fan is turned on, and the first heat exchange medium after heat exchange all passes through the first multi-way valve 21 into the gas-liquid separator 42, and finally returns to the compressor 41. The flow rate of the first heat exchange medium flowing through the first heat exchanger 1111 can be changed by controlling the opening of the second ball valve 552, and the opening of the fourth expansion valve 1112 can be adjusted to control the evaporation pressure at the battery end in the low-temperature cooling condition.

[0136] Reference Figure 20 When the thermal management system 100 switches to the lower ambient temperature battery cooling + passenger compartment heating and motor waste heat utilization operating conditions, the high-temperature and high-pressure first heat exchange medium of the compressor 41 is controlled to flow through the first multi-way valve 21 and then enter the second evaporative condenser 1131 to exchange heat with the passenger compartment air to heat the passenger compartment, and then enter the third expansion valve 1132 for throttling. A portion of the throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and flows through the fourth expansion valve 1112, and then enters the first heat exchanger 1111 to exchange heat with the battery cells for battery cooling; another portion of the throttled low-temperature and low-pressure first heat exchange medium passes through the second multi-way valve 22 and enters the third heat exchanger 1141 to evaporate and realize waste heat utilization of the motor electronic control system 200. The first heat exchange medium after heat exchange all passes through the first multi-way valve 21 into the gas-liquid separator 42 and finally returns to the compressor 41. The flow rate of the first heat exchange medium flowing through the first heat exchanger 1111 can be changed by controlling the opening of the second ball valve 552, and the opening of the fourth expansion valve 1112 can be adjusted to control the evaporation pressure at the battery end in the low-temperature cooling condition.

[0137] It should be noted that the thermal management system 100 has multiple different operating modes, including but not limited to the aforementioned operating conditions: refrigerator cooling and heating, passenger compartment cooling and heating, and battery cooling and heating. Furthermore, the refrigerator utilizes the direct cooling and heating principle for cooling and heating, eliminating the need for additional heating elements. This results in a simpler structure, lower manufacturing costs, and provides greater storage space and a better user experience. The thermal management system 100 intelligently distributes energy and fully utilizes powertrain heat for refrigerator heating, passenger compartment heating, and battery heating, improving energy efficiency and reducing energy loss. The thermal management system 100 implements the heat exchange flow path 11 and flow direction control required for each operating condition, ensuring normal operation of the thermal management system 100 in each operating condition. This reduces the number of heat exchangers and the number of pipelines for transporting the first heat exchange medium, reducing the space occupied by the pipelines and associated valves, and lowering manufacturing costs for the thermal management system 100. The refrigerator utilizes the direct heating principle for heating, and can utilize powertrain heat when heating. In the thermal management system 100, the cooling and heating of the refrigerator, the cooling and heating of the passenger compartment, and the cooling and heating of the battery are all achieved by utilizing the direct cooling and direct heating principle of the first heat exchange medium. Therefore, by using a compressor 41, a variety of different working modes can be achieved by adjusting the valve port connection of the first multi-way valve 21 and the second multi-way valve 22 and the speed of the compressor 41, with high integration.

[0138] In addition, the first heat exchange medium directly heats or cools the battery to make the battery heat dissipation temperature uniform; the first heat exchange medium is reasonably used to cool or heat the passenger compartment, reducing energy consumption, ensuring that the entire vehicle starts quickly in a low-temperature environment, and ensuring the comfort of the passenger compartment.

[0139] The high degree of integration of the first multi-way valve 21 and the second multi-way valve 22 results in a compact thermal management system 100 with a short flow path, reducing the circulating pressure drop of the first heat exchange medium transported by the thermal management system 100. This allows for control of the heat exchange flow path 11 and its flow direction required for various operating conditions. By switching the flow paths in the first and second multi-way valves 21 and 22 on and off, the flow direction of the first heat exchange medium can be varied, enabling normal system operation under various operating conditions, including single battery cooling, battery cooling + cabin cooling + refrigerator cooling, cabin cooling, single battery heating, battery heating + cabin heating + refrigerator heating, cabin heating, and battery cooling + cabin heating.

[0140] By modifying first ball valve 511, the flow rate of the first heat exchange medium through first heat exchanger 1111 can be controlled under low-temperature cooling conditions, keeping the evaporation pressure at the battery end within a reasonable range. Furthermore, by modifying heat exchange flow path 11, waste heat from the motor and electronic control system 200 can be recovered and utilized, ensuring the battery remains within a reasonable operating temperature range and better controlling battery temperature. Furthermore, the number of heat exchangers and the number of first heat exchange medium pipelines in thermal management system 100 are reduced, reducing the space occupied by the pipelines, first multi-way valve 21, and second multi-way valve 22. This simplifies the components of thermal management system 100, optimizes the overall vehicle thermal management system structure, improves energy utilization, and reduces manufacturing costs.

[0141] On the second aspect, the present application also provides a vehicle, including the thermal management system 100 as described above. The structure of the thermal management system 100 is as described above. Since the vehicle adopts all the technical solutions of all the above embodiments, it at least has the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0142] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific restrictions on this.

[0143] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0144] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0145] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0146] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A thermal management system, characterized in that: include: A plurality of heat exchange flow paths, each of which is used to transport a first heat exchange medium, and the plurality of heat exchange flow paths are used to exchange heat with the component to be heat exchanged and the refrigerator; The multi-way valve assembly is connected to the plurality of heat exchange flow paths and is used to control the conduction of at least one of the plurality of heat exchange flow paths.

2. The thermal management system according to claim 1, characterized in that: The multi-way valve assembly includes a first multi-way valve and a second multi-way valve; Both ends of the plurality of heat exchange flow paths are respectively connected to the first multi-way valve and the second multi-way valve, so that the plurality of heat exchange flow paths can be arranged in parallel and / or in series.

3. The thermal management system according to claim 2, characterized in that: The thermal management system further includes a first evaporative condenser, which can be connected in series with at least one of the heat exchange paths via the first multi-way valve and the second multi-way valve.

4. The thermal management system according to claim 3, characterized in that: A plurality of the heat exchange flow paths are arranged in parallel to form a heat exchange group, and the heat exchange group can be arranged in series with the first evaporative condenser.

5. The thermal management system according to claim 3, characterized in that: The invention also includes a compressor assembly, which can be connected in series with at least one of the plurality of heat exchange flow paths and / or the first evaporative condenser through the first multi-way valve.

6. The thermal management system according to claim 5, characterized in that: The first multi-way valve includes a first interface, a second interface, a third interface and a plurality of fourth interfaces; The second multi-way valve includes a first valve port and a plurality of second valve ports; The compressor assembly is connected between the first interface and the second interface; The first evaporative condenser is connected between the first valve port and the third interface; The two ends of each of the heat exchange flow paths are respectively connected to a second valve port and a fourth interface; wherein, the first interface can be selectively connected to the third interface and at least one of the multiple fourth interfaces, the second interface can be selectively connected to the third interface and at least one of the remaining multiple fourth interfaces, and the first valve port and one of the multiple second valve ports can be selectively connected to the first valve port and at least one of the remaining multiple second valve ports.

7. The thermal management system according to claim 6, characterized in that: A plurality of first channels are formed in the first multi-way valve, the third interface and the plurality of fourth interfaces are respectively connected to one end of one of the first channels, and the first interface is connected to the other end of each of the first channels; The thermal management system further includes a plurality of first shut-off valves, which are respectively disposed in the plurality of first channels.

8. The thermal management system according to claim 7, characterized in that: The plurality of heat exchange flow paths include a battery heat exchange flow path; The plurality of fourth interfaces include a first heat exchange port connected to one end of the battery heat exchange flow path; The plurality of first channels include a first connecting channel connecting the first interface and the first heat exchange port; The plurality of first stop valves include a first ball valve, and the first ball valve is provided in the first connecting channel.

9. The thermal management system according to claim 6, characterized in that: A plurality of second channels are formed in the first multi-way valve, the third interface and the plurality of fourth interfaces are respectively connected to one end of a second channel, and the second interface is connected to the other end of each second channel; The thermal management system further includes a plurality of second shut-off valves, and the plurality of second shut-off valves are respectively disposed in the plurality of second channels.

10. The thermal management system according to claim 6, characterized in that: The plurality of second valve ports include a first valve interface and two second valve interfaces; The multiple heat exchange flow paths include a refrigerator heat exchange flow path, a passenger compartment heat exchange flow path, and a battery heat exchange flow path, one end of the refrigerator heat exchange flow path is connected to the first valve interface, and one end of the passenger compartment heat exchange flow path and one end of the battery heat exchange flow path are respectively connected to two second valve interfaces; Wherein, the first valve port can be selectively connected to the first valve interface and at least one of the two second valve interfaces.

11. The thermal management system according to claim 10, characterized in that: A first flow channel and two second flow channels are formed in the second multi-way valve, one end of the first flow channel and one end of the two second flow channels are connected to the first valve port, the other end of the first flow channel is connected to the first valve interface, and the other ends of the two second flow channels are connected to the two second valve interfaces respectively; The thermal management system further includes a plurality of third shut-off valves, which are respectively provided in the first flow channel and the two second flow channels.

12. The thermal management system according to claim 11, characterized in that: The plurality of third stop valves include a first expansion valve, and the first expansion valve is provided in the first flow channel; and / or, The plurality of third stop valves include two solenoid valves, and the two solenoid valves are respectively provided in the two second flow channels.

13. The thermal management system according to claim 10, characterized in that: The plurality of said second valve ports further include a third valve interface; The plurality of heat exchange flow paths further include a motor heat exchange flow path, one end of which is connected to the third valve interface; Wherein, the third valve interface can be selectively connected to at least one of the two second valve interfaces.

14. The thermal management system according to claim 13, characterized in that: Two third flow channels are further formed in the second multi-way valve, one end of each of the two third flow channels is connected to the third valve interface, and the other end of each of the two third flow channels is connected to the two second valve interfaces respectively; The thermal management system further includes a plurality of fourth shut-off valves, and each of the third flow channels is provided with the fourth shut-off valve.

15. The thermal management system according to claim 13, characterized in that: It also includes a heat dissipation circulation flow path, which is used to transport a second heat exchange medium to cool the motor electronic control system. The heat dissipation circulation flow path is thermally connected to the motor heat exchange flow path.

16. The thermal management system according to claim 10, characterized in that: The two second valve interfaces include a first connecting valve port and a second connecting valve port, the first connecting valve port being connected to the passenger compartment heat exchange flow path, and the second connecting valve port being connected to the battery heat exchange flow path; The first connecting valve port can be selectively communicated with at least one of the first valve interface and the second connecting valve port.

17. The thermal management system according to claim 16, characterized in that: A fourth flow channel and a fifth flow channel are further formed in the second multi-way valve, wherein two ends of the fourth flow channel are respectively connected to the first valve interface and the first connecting valve port, and two ends of the fifth flow channel are respectively connected to the first connecting valve port and the second connecting valve port; The thermal management system further includes a plurality of fifth shut-off valves, which are respectively disposed in the fourth flow passage and the fifth flow passage.

18. The thermal management system according to claim 17, characterized in that: The plurality of fifth stop valves include a second expansion valve, and the second expansion valve is provided in the fourth flow passage; and / or, The plurality of fifth stop valves include a second ball valve, and the second ball valve is provided in the fifth flow channel.

19. The thermal management system according to any one of claims 10 to 18, characterized in that: The passenger compartment heat exchange flow path includes a second evaporative condenser and a third expansion valve, and the second evaporative condenser and the third expansion valve are arranged in series.

20. A vehicle, characterized in that: Comprising a thermal management system according to any one of claims 1 to 19.

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