Vehicle thermal management system and vehicle

Abstract

The invention belongs to the field of automobiles, and particularly relates to a vehicle thermal management system and a vehicle. The vehicle heat management system comprises a motor pipeline, a battery pipeline, a warm air pipeline and a heat management integrated module. The heat management integration module comprises a flow channel plate, a first pump, a second pump, a third pump and a multi-way valve, a plurality of flow channels are formed in the flow channel plate, and the first pump, the second pump, the third pump and the multi-way valve are arranged on the flow channel plate and connected with at least one flow channel; the motor pipeline, the battery pipeline and the warm air pipeline are all connected to the heat management integration module and are correspondingly matched with the first pump, the second pump and the third pump to form a motor loop, a battery loop and a warm air loop. The multi-way valve comprises a first valve element and a second valve element which can rotate and are used for switching communication of the multiple flow channels so as to adjust the communication relation among the motor loop, the battery loop and the warm air loop. The vehicle thermal management system has high integration degree, and reduces the number of pipelines, the number of control signals and occupied space.

Description

Technical Field

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

[0002] A vehicle thermal management system regulates and controls the heat of vehicle components, ensuring they operate within an optimal temperature range and improving vehicle performance, energy efficiency, and ride comfort. These components can include motors, batteries, and other components.

[0003] Figure 1 A schematic diagram of the existing thermal management system used in vehicles is shown. It requires components such as a four-way valve 91, a three-way valve 92, multiple auxiliary water tanks, various multi-way connectors, and multiple pumps 93. Most of these components are distributed, requiring numerous pipes to connect them to form a motor circuit for motor temperature control, a battery circuit for battery temperature control, and a heater circuit.

[0004] This results in a low level of integration of the vehicle's existing thermal management system, a large demand for control signals, a large size that occupies the limited space of the entire vehicle, and high energy loss due to the increase in pipelines. Summary of the Invention

[0005] The present application provides a vehicle thermal management system and a vehicle to solve the technical problems in the prior art, such as the large control signal demand, large space occupation and high energy loss caused by the low degree of integration of the existing vehicle thermal management system.

[0006] The first aspect of the present application provides a vehicle thermal management system, including a motor circuit, a battery circuit, a heater circuit, and a thermal management integrated module. The thermal management integrated module includes a flow channel plate, a first pump, a second pump, a third pump, and a multi-way valve. The flow channel plate is formed with multiple flow channels. The first pump, the second pump, the third pump, and the multi-way valve are all disposed on the flow channel plate and are respectively connected to at least one flow channel. The motor circuit, the battery circuit, and the heater circuit are all connected to the thermal management integrated module and correspondingly cooperate with the first pump, the second pump, and the third pump to form a motor circuit, a battery circuit, and a heater circuit. The multi-way valve includes a rotatable valve core No. 1 and a valve core No. 2 for switching the connection between multiple flow channels to adjust the connection relationship between the motor circuit, the battery circuit, and the heater circuit.

[0007] In an optional solution of the present application, the flow channel plate is provided with connectors No. 1 to No. 10 connected to the corresponding flow channels; the motor pipeline is connected to connectors No. 4, No. 5 and No. 7 of the flow channel plate, and cooperates with the first pump and the corresponding flow channel to form a motor circuit; the battery pipeline is connected to connectors No. 3 and No. 8 of the flow channel plate, and cooperates with the second pump to form a battery circuit; the warm air pipeline is connected to connectors No. 2 and No. 9 of the flow channel plate, and cooperates with the third pump to form a warm air circuit.

[0008] In an optional scheme of the present application, the multi-way valve is provided with adapter No. 1' to adapter No. 9', adapter No. 1' to adapter No. 8' and connector No. 1 to connector No. 8 are connected one by one through corresponding flow channels, and adapter No. 9' is connected to adapter No. 8', connector No. 9 and connector No. 10 through corresponding flow channels; the first pump is located on the flow channel between adapter No. 7' and connector No. 7, the second pump is located on the flow channel between adapter No. 3' and connector No. 3, and the third pump is located on the flow channel between adapter No. 9' and connector No. 9; valve core No. 2 is provided with a first valve core flow channel and a second valve core flow channel, and valve core No. 1 and valve core No. 2 are used to adjust the connection relationship of the adapters in the multi-way valve to switch the connection of multiple flow channels.

[0009] In an optional solution of the present application, a one-way valve is integrated in the multi-way valve, and the one-way valve is arranged at the location of the 8' adapter.

[0010] In an optional solution of the present application, the vehicle thermal management system can be set to be in a first working mode. In the first working mode, valve core No. 1 is in the first position of valve core No. 1 and valve core No. 2 is in the first position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump and the corresponding flow channel, so that the warm air circuit circulates independently; connector No. 8 is connected to connector No. 3 via adapter No. 8', the first valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, so that the battery circuit circulates independently; connector No. 4 is connected to connector No. 4', the second valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel Connect connector No. 7 to make the motor circuit circulate independently in a large cycle; or, valve core No. 1 is in the first position of valve core No. 1 and valve core No. 2 is in the second position of valve core No. 2, and connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump and the corresponding flow channel to make the warm air circuit circulate independently; connector No. 8 is connected to connector No. 3 via adapter No. 8', the first valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel to make the battery circuit circulate independently; connector No. 5 is connected to connector No. 7 via adapter No. 5', the second valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel to make the motor circuit circulate independently in a small cycle.

[0011] In an optional solution of the present application, the vehicle thermal management system can be set to be in a second working mode. In the second working mode, valve core No. 1 is in the first position of valve core No. 1 and valve core No. 2 is in the third position of valve core No. 2, and connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump and the corresponding flow channel, so that the warm air circuit circulates independently; connector No. 4 is connected to connector No. 3 via adapter No. 4', the second valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel. Connector, so that the motor circuit is connected to the battery circuit to form a cycle; or, valve core No. 1 is in the first position of valve core No. 1 and valve core No. 2 is in the fourth position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump and the corresponding flow channel, so that the warm air circuit circulates independently; connector No. 5 is connected to connector No. 3 via adapter No. 5', the second valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel, so that the motor circuit is connected to the battery circuit to form a cycle.

[0012] In an optional scheme of the present application, the vehicle thermal management system can be set to be in a third working mode. In the third working mode, valve core No. 1 is in the second position of valve core No. 1 and valve core No. 2 is in the first position of valve core No. 2, connector No. 8 is connected to connector No. 9 via adapter No. 8', adapter No. 9', the third pump and the corresponding flow channel, connector No. 8 is also connected to connector No. 3 via adapter No. 8', the first valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', the second pump and the corresponding flow channel, so that the battery circuit is connected to the warm air circuit; connector No. 4 is connected to connector No. 4 via adapter No. 4', the second valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel Connect connector No. 7 to make the motor circuit have an independent large circulation; or, valve core No. 1 is in the second position of valve core No. 1 and valve core No. 2 is in the second position of valve core No. 2, connector No. 8 is connected to connector No. 9 via adapter No. 8', adapter No. 9', the third pump and the corresponding flow channel, connector No. 8 is also connected to connector No. 3 via adapter No. 8', the first valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', the second pump and the corresponding flow channel, so that the battery circuit is connected to the warm air circuit; connector No. 5 is connected to connector No. 7 via adapter No. 5', the second valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel, so that the motor circuit has an independent small circulation.

[0013] In an optional solution of the present application, the vehicle thermal management system can be set to be in a fourth working mode. In the fourth working mode, valve core No. 1 is in the second position of valve core No. 1 and valve core No. 2 is in the third position of valve core No. 2, connector No. 4 is connected to connector No. 3 via adapter No. 4', the second valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel, so that the motor circuit is connected to the battery circuit to form a cycle, 2 Connector No. 1 is disconnected from connector No. 9 to prevent the warm air circuit from circulating; or, valve core No. 1 is in the second position of valve core No. 1 and valve core No. 2 is in the fourth position of valve core No. 2, connector No. 5 is connected to connector No. 3 via adapter No. 5', the second valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel, so that the motor circuit is connected to the battery circuit to form a circulation, and connector No. 2 is disconnected from connector No. 9 to prevent the warm air circuit from circulating.

[0014] In an optional scheme of the present application, the vehicle thermal management system can be set to be in a fifth working mode. In the fifth working mode, valve core No. 1 is in the third position of valve core No. 1 and valve core No. 2 is in the first position of valve core No. 2, connector No. 8 is also connected to connector No. 3 via adapter No. 8', the first valve core flow channel, adapter No. 3', the second pump and the corresponding flow channel, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', the second pump and the corresponding flow channel, connector No. 2 is also connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump and the corresponding flow channel, so that the battery circuit is connected to the warm air circuit; connector No. 4 is connected to connector No. 4 via adapter No. 4', the second valve core flow channel, adapter No. 7', the first pump and the corresponding flow channel Connect connector No. 7 to make the motor circuit have an independent large circulation; or, valve core No. 1 is in the third position of valve core No. 1 and valve core No. 2 is in the second position of valve core No. 2, connector No. 8 is also connected to connector No. 3 via adapter No. 8', first valve core flow channel, adapter No. 3', second pump and corresponding flow channel, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', second pump and corresponding flow channel, connector No. 2 is also connected to connector No. 9 via adapter No. 2', adapter No. 9', third pump and corresponding flow channel to connect the battery circuit to the warm air circuit; connector No. 5 is connected to connector No. 7 via adapter No. 5', second valve core flow channel, adapter No. 7', first pump and corresponding flow channel to make the motor circuit have an independent small circulation.

[0015] A second aspect of the present application also provides a vehicle, comprising the above-mentioned vehicle thermal management system.

[0016] Compared with the prior art, this application has the following beneficial effects:

[0017] The vehicle thermal management system provided in the present application includes a thermal management integrated module, which includes a flow channel plate and a first pump, a second pump, a third pump and a multi-way valve installed on the flow channel plate, and are respectively connected to at least one flow channel in the flow channel plate. The multi-way valve can regulate the connectivity relationship between multiple flow channels in the flow channel plate. The first pump, the second pump and the third pump provide power for the circulation of the fluid medium.

[0018] Moreover, the external motor pipelines, battery pipelines and heater pipelines are all connected to the thermal management integrated module, forming a motor circuit, a battery circuit and a heater circuit, wherein the first pump is on the motor circuit, the second pump is on the battery circuit, and the third pump is on the heater circuit.

[0019] The multi-way valve is equipped with valve core No. 1 and valve core No. 2. These two valve cores can rotate to switch the connectivity between the flow channels, thereby adjusting the connectivity between the motor circuit, battery circuit and heater circuit to switch between different functional modes.

[0020] The thermal management integrated module in the vehicle thermal management system provided in this application integrates three pumps and a multi-way valve, which greatly improves the degree of integration, reduces the number of pipelines and space occupancy, and reduces energy loss. In addition, the multi-way valve adopts a dual-valve core solution to achieve multi-channel switching, which can greatly reduce the number of control valves used and reduce the number of control signals required. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 A schematic diagram of an existing thermal management system used in vehicles is presented;

[0023] Figure 2 A schematic diagram of a vehicle thermal management system according to one embodiment of the present application;

[0024] Figure 3a for Figure 2 Schematic diagram of the thermal management integrated module;

[0025] Figure 3b for Figure 3a A perspective view of the thermal management integrated module 5;

[0026] Figure 4 for Figure 3a Perspective view of the mid-flow channel plate;

[0027] Figure 5a for Figure 2 One of the schematic diagrams of the vehicle thermal management system in the first operating mode;

[0028] Figure 5b for Figure 2 Schematic diagram 2 of the vehicle thermal management system in the first operating mode;

[0029] Figure 6a for Figure 2 One of the schematic diagrams of the vehicle thermal management system in the second operating mode;

[0030] Figure 6b for Figure 2 Schematic diagram 2 of the vehicle thermal management system in the second operating mode;

[0031] Figure 7a for Figure 2 One of the schematic diagrams of the vehicle thermal management system in the third operating mode;

[0032] Figure 7b for Figure 2 Schematic diagram 2 of the vehicle thermal management system in the third operating mode;

[0033] Figure 8a for Figure 2 One of the schematic diagrams of the vehicle thermal management system in the fourth operating mode;

[0034] Figure 8b for Figure 2 Schematic diagram 2 of the vehicle thermal management system in the fourth operating mode;

[0035] Figure 9a for Figure 2 One of the schematic diagrams of the vehicle thermal management system in the fifth operating mode;

[0036] Figure 9b for Figure 2 Schematic diagram 2 of the vehicle thermal management system in the fifth operating mode;

[0037] Figure 10a for Figure 3a A schematic diagram of a thermal management integrated module in a state;

[0038] Figure 10b for Figure 3a A schematic diagram of the thermal management integrated module in another state;

[0039] Figure 11a for Figure 3a A schematic diagram of the thermal management integrated module in another state;

[0040] Figure 11b for Figure 3a Schematic diagram of the thermal management integrated module in another state.

[0041] Reference numerals

[0042] 100. Vehicle thermal management system;

[0043] 20. Motor circuit; 21. Motor control module; 22. Motor; 23. Radiator;

[0044] 30. Battery circuit; 31. Heat exchanger; 32. Battery;

[0045] 40. Warm air circuit; 41. Heater; 42. Warm air core inside the air conditioning box;

[0046] 50. Thermal management integrated module; 51. Flow channel plate; D. Flow channel; 52. First pump; 53. Second pump; 54. Third pump; 55. Multi-way valve; 551. Valve core No. 1; 552. Valve core No. 2; 553. One-way valve; C1. Flow channel of the first valve core; C2. Flow channel of the second valve core;

[0047] 61. First auxiliary water tank; 62. Second auxiliary water tank; 63. Third auxiliary water tank;

[0048] 91. Four-way valve; 92. Three-way valve; 93. Pump; DETAILED DESCRIPTION

[0049] In order to make the above and other features and advantages of the present application more clear, the present application is further described below with reference to the accompanying drawings. It should be understood that the specific embodiments given herein are for the purpose of explaining to those skilled in the art and are only exemplary and not restrictive.

[0050] Figure 1 A schematic diagram of a conventional thermal management system used in vehicles is shown. Figure 1 The existing vehicle thermal management system uses at least one four-way valve 91, two three-way valves 92 and three pumps 93. The vehicle thermal management system provided by this application is intended to Figure 1 The shaded area shown in the figure is integrated to improve the degree of integration.

[0051] Figure 2 FIG. 1 is a schematic diagram of a vehicle thermal management system 100 according to one embodiment of the present application. Figure 3a for Figure 2 Schematic diagram of the thermal management integrated module 50; Figure 3b for Figure 3a A perspective view of the thermal management integrated module 50 is shown. Figures 2 to 3bThe vehicle thermal management system 100 includes a motor pipeline, a battery pipeline, a heater pipeline and a thermal management integrated module 50.

[0052] The thermal management integrated module 50 includes a flow channel plate 51, a first pump 52, a second pump 53, a third pump 54 and a multi-way valve 55. A plurality of flow channels D are formed in the flow channel plate 51. The first pump 52, the second pump 53, the third pump 54 and the multi-way valve 55 are all arranged on the flow channel plate 51 and are respectively connected to at least one flow channel D.

[0053] Among them, the motor pipeline, battery pipeline and heater pipeline are all connected to the thermal management integrated module 50 and correspondingly cooperate with the first pump 52, the second pump 53 and the third pump 54 to form the motor circuit 20, the battery circuit 30 and the heater circuit 40.

[0054] The multi-way valve 55 includes a rotatable valve core No. 1 551 and a valve core No. 2 552 for switching the communication between the plurality of flow channels D to adjust the communication relationship among the motor circuit 20 , the battery circuit 30 and the heater circuit 40 .

[0055] In this embodiment, the thermal management integrated module 50 integrates Figure 1 The shaded area shown corresponds to the content, wherein the multiple flow channels D within the flow channel plate 51 are equivalent to pipelines, allowing the fluid medium to circulate. The first pump 52, the second pump 53, the third pump 54, and the multi-way valve 55 are all installed on the flow channel plate 51 and are each connected to at least one flow channel D. The multi-way valve 55 can regulate the connectivity between the multiple flow channels D within the flow channel plate 51. The first pump 52, the second pump 53, and the third pump 54 provide power for the fluid medium to circulate.

[0056] In addition, the external motor pipelines, battery pipelines and heater pipelines are all connected to the thermal management integrated module 50, forming a motor circuit 20, a battery circuit 30 and a heater circuit 40, wherein the first pump 52 is on the motor circuit 20, the second pump 53 is located on the battery circuit 30, and the third pump 54 is located on the heater circuit 40.

[0057] The multi-way valve 55 is provided with valve core No. 1 551 and valve core No. 2 552. These two valve cores can rotate to switch the connectivity between the flow channels D, thereby adjusting the connectivity between the motor circuit 20, the battery circuit 30 and the warm air circuit 40 to switch between different functional modes.

[0058] The thermal management integrated module 50 in the vehicle thermal management system 100 provided in the present application integrates three pumps and a multi-way valve 55, which greatly improves the degree of integration, reduces the number of pipelines and space occupancy, and reduces energy loss. In addition, the multi-way valve 55 adopts a dual-valve core solution to achieve multi-channel D switching, which can greatly reduce the number of control valves used and reduce the number of control signals required.

[0059] In a specific application, the fluid medium flowing in the pipeline of the vehicle thermal management system 100 is water or coolant. The coolant can be a 50% ethylene glycol aqueous solution. The first pump 52, the second pump 53 and the third pump 54 can be electronic water pumps.

[0060] In some optional embodiments, the flow channel plate 51 is provided with connectors No. 1 to No. 10 connected to the corresponding flow channels D; the motor pipeline is connected to connectors No. 4, No. 5 and No. 7 of the flow channel plate 51, and cooperates with the first pump 52 and the corresponding flow channel D to form a motor circuit 20; the battery pipeline is connected to connectors No. 3 and No. 8 of the flow channel plate 51, and cooperates with the second pump 53 to form a battery circuit 30; the warm air pipeline is connected to connectors No. 2 and No. 9 of the flow channel plate 51, and cooperates with the third pump 54 to form a warm air circuit 40.

[0061] In this embodiment, 10 connectors are installed on the flow channel plate 51, corresponding to connector No. 1 to connector No. 10, and each connector is connected to at least one flow channel D.

[0062] Among them, the first pump 52 is on the flow channel D corresponding to connector No. 7, connector No. 4, connector No. 5 and connector No. 7 are connected to the motor pipeline, and the flow channel D corresponding to these connectors and the first pump 52 together with the motor pipeline form a motor circuit 20.

[0063] The second pump 53 is located on the flow channel D corresponding to connector No. 3. Connector No. 3 and connector No. 8 are connected to the battery pipeline. Moreover, the flow channel D corresponding to these connectors and the second pump 53 together with the battery pipeline form a battery circuit 30.

[0064] The third pump 54 is located on the flow channel D corresponding to connector No. 9. Connectors No. 2 and No. 9 are connected to the warm air pipeline. Moreover, the flow channel D corresponding to these connectors and the third pump 54 together with the warm air pipeline form a warm air circuit 40.

[0065] Furthermore, the motor pipeline includes a main pipeline and a branch pipeline. The main pipeline includes the motor control module 21, motor 22, and radiator 23, which are connected in sequence from connector 7 to connector 4. The branch pipeline extends from between motor 22 and radiator 23 on the main pipeline and connects to connector 5.

[0066] In this embodiment, the motor circuit has a branch, or lateral, connected to connector 5. When flow channel D corresponding to connector 4 is connected and flow channel D corresponding to connector 5 is disconnected, the fluid medium in motor circuit 20 can pass through radiator 23, achieving a large circulation. When the flow channel corresponding to connector 4 is disconnected and the flow channel corresponding to connector 5 is connected, the fluid medium in motor circuit 20 flows from connector 5 into flow channel plate 51 and cannot pass through radiator 23, achieving a small circulation.

[0067] It should be understood that the radiator 23 is used to dissipate heat for the motor 22 and the motor control module 21. The motor control module 21 includes an integrated power unit (IPU) and a motor control unit (MCU). The motor 22 here can be a drive motor or a generator.

[0068] It should be noted that in the diagram, the numbers 1 to 10 next to the connectors correspond exactly to connectors No. 1 to No. 10.

[0069] Furthermore, the battery circuit includes a heat exchanger 31 and batteries 32, which are connected sequentially from connector 3 to connector 8. It should be noted that the heat exchanger 31 has two chambers for passing two heat exchange fluid media, respectively, to achieve temperature control for the batteries 32. The batteries 32 here can refer to power battery packs.

[0070] The warm air circuit further includes a heater 41 and a heater core 42 inside the AC unit, connected sequentially from connector 9 to connector 2. In a specific application, heater 41 is a PTC heater and works in conjunction with the air conditioning system, allowing heater core 42 inside the AC unit to provide hot air to the passenger compartment.

[0071] In a specific application, the motor circuit 20 includes a first auxiliary water tank 61, which is connected to connector 6 of the flow channel plate 51. The battery circuit 30 includes a second auxiliary water tank 62, which is connected to connector 1 of the flow channel plate 51. The heater circuit 40 includes a third auxiliary water tank 63, which is connected to connector 10 of the flow channel plate 51. When the circulating medium in the auxiliary water tank circuit is insufficient, it is replenished.

[0072] Figure 4 for Figure 3a A perspective view of the middle channel plate 51. It should be noted that Figure 4 The end openings of the flow channel D in the flow channel plate 51 are numbered 1' to 9', which just correspond to the positions of the transfer ports 1' to 9' in the multi-way valve 55.

[0073] In some optional embodiments, the multi-way valve 55 is provided with a No. 1' adapter to a No. 9' adapter, the No. 1' adapter to the No. 8' adapter and the No. 1 connector to the No. 8 connector are connected one by one through corresponding flow channels D, and the No. 9' adapter is connected to the No. 8' adapter, the No. 9 connector and the No. 10 connector through the corresponding flow channels D.

[0074] The first pump 52 is located on the flow channel D between the 7' adapter and the 7th connector, the second pump 53 is located on the flow channel D between the 3' adapter and the 3rd connector, and the third pump 54 is located on the flow channel D between the 9' adapter and the 9th connector.

[0075] The No. 2 valve core 552 is provided with a first valve core flow channel C1 and a second valve core flow channel C2. The No. 1 valve core 551 and the No. 2 valve core 552 are used to adjust the connection relationship of the transfer interface in the multi-way valve 55 to switch the connection of multiple flow channels D.

[0076] In this embodiment, the multi-way valve 55 is a nine-way valve, corresponding to adapters 1' to 9', so as to correspond to the corresponding flow channels D in the flow channel plate 51 and realize connection with the connector.

[0077] Except for the 9' adapter which is connected to the 8' adapter, connector No. 9, and connector No. 10, the other adapters are connected to the corresponding connectors 11. In addition, the first pump 52 is located on the flow channel D connecting the 7' adapter and connector No. 7, the second pump 53 is located on the flow channel D connecting the 3' adapter and connector No. 3, and the third pump 54 is located on the flow channel connecting the 9' adapter and connector No. 9.

[0078] It should be noted that a control valve (not shown) is integrated on the flow channel D connecting the 9' adapter and the 8' adapter to control the on / off of the flow channel D. In addition, the number and arrangement of the flow channels D can be adjusted and designed according to needs and are not limited to the illustrated embodiment.

[0079] In an optional embodiment, valve core No. 1 551 is a block that can block the corresponding adapter and can rotate. In the illustrated embodiment, valve core No. 1 551 is a block with a fan-shaped cross-section.

[0080] In an alternative embodiment, valve core No. 2 552 is a rotatable block having a first valve core flow channel C1 and a second valve core flow channel C2. In the illustrated embodiment, valve core No. 2 552 is a cylindrical block, with the first valve core flow channel C1 and the second valve core flow channel C2 extending in an arc. Of course, the structures of valve core No. 1 and valve core No. 2 are not limited to the illustrated embodiment and can be adjusted to meet specific needs.

[0081] In a further optional embodiment, a one-way valve 553 is integrated in the multi-way valve 55 , and the one-way valve 553 is arranged at the location of the No. 8 ' adapter.

[0082] In this embodiment, the one-way valve 553 is located at the 8' adapter and is configured so that the fluid medium flowing in from the 8th connector can enter the flow channel plate 51, and the fluid medium flowing in from other connectors cannot flow out of the 8th connector via the 8' adapter.

[0083] Figure 5a for Figure 2 FIG. 1 is a schematic diagram of the vehicle thermal management system 100 in the first operating mode. Figure 5b for Figure 2 The second schematic diagram of the vehicle thermal management system 100 in the first working mode. Figure 5a and Figure 5b Combined with Figure 4 .

[0084] In some optional embodiments, the vehicle thermal management system 100 can be set to be in a first operating mode, in which valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, or valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2.

[0085] See also Figure 5a When valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump 54 and the corresponding flow channel D, so that the warm air circuit 40 circulates independently; connector No. 8 is connected to connector No. 3 via adapter No. 8', the first valve core flow channel C1, adapter No. 3', the second pump 53 and the corresponding flow channel D, so that the battery circuit 30 circulates independently; connector No. 4 is connected to connector No. 7 via adapter No. 4', the second valve core flow channel C2, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 circulates independently.

[0086] exist Figure 5a In the first operating mode, the motor circuit 20, battery circuit 30, and heater circuit 40 circulate independently of each other, without interfering with each other. In other words, the fluid media flowing through each circuit are independent of each other. In this state, the motor circuit 20, battery circuit 30, and heater circuit 40 are all in operation.

[0087] See also Figure 5bWhen valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump 54 and the corresponding flow channel D, so that the warm air circuit 40 circulates independently; connector No. 8 is connected to connector No. 3 via adapter No. 8', the first valve core flow channel C1, adapter No. 3', the second pump 53 and the corresponding flow channel D, so that the battery circuit 30 circulates independently; connector No. 5 is connected to connector No. 7 via adapter No. 5', the second valve core flow channel C2, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 circulates independently.

[0088] exist Figure 5b In the first working mode shown, the motor circuit 20, the battery circuit 30 and the warm air circuit 40 also circulate independently of each other. Figure 5a The difference between the two states is whether the fluid medium in the motor circuit 20 will pass through the radiator 23. Figure 5a The motor circuit 20 in the state shown is in a large cycle, which is suitable for situations where the temperature of the motor 22 is relatively high; Figure 5b The motor circuit in the shown state is in a small cycle, which is suitable for the case where the temperature of the motor 22 is not high.

[0089] It should be noted that in Figure 5a In the state shown, rotate the No. 2 valve core 552 30 degrees counterclockwise to switch to Figure 5b Status shown.

[0090] Figure 6a for Figure 2 One of the schematic diagrams of the vehicle thermal management system 100 in the second operating mode. Figure 6b for Figure 2 The second schematic diagram of the vehicle thermal management system 100 in the second working mode. Figure 6a and Figure 6b Combined with Figure 4 .

[0091] In some optional embodiments, the vehicle thermal management system 100 can be set to be in a second operating mode, in which valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the third position of valve core No. 2, or valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the fourth position of valve core No. 2.

[0092] See also Figure 6aWhen valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the third position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump 54 and the corresponding flow channel D, so that the warm air circuit 40 circulates independently; connector No. 4 is connected to connector No. 3 via adapter No. 4', the second valve core flow channel C2, adapter No. 3', the second pump 53 and the corresponding flow channel D, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel C1, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 is connected to the battery circuit 30 to form a circulation.

[0093] See also Figure 6b When valve core No. 1 551 is in the first position of valve core No. 1 and valve core No. 2 552 is in the fourth position of valve core No. 2, connector No. 2 is connected to connector No. 9 via adapter No. 2', adapter No. 9', the third pump 54 and the corresponding flow channel D, so that the warm air circuit 40 circulates independently; connector No. 5 is connected to connector No. 3 via adapter No. 5', the second valve core flow channel C2, adapter No. 3', the second pump 53 and the corresponding flow channel D, and connector No. 8 is connected to connector No. 7 via adapter No. 8', the first valve core flow channel C1, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 is connected to the battery circuit 30 to form a circulation.

[0094] exist Figure 6a In the second working mode shown or Figure 6b In the second working mode shown, the motor circuit 20 and the battery circuit 30 are connected in series, and the warm air circuit 40 circulates independently.

[0095] The difference between the two is whether the fluid medium in the motor circuit 20 passes through the radiator 23. Figure 6a In the state shown, the fluid medium in the motor circuit 20 passes through the radiator 23 and is in a large circulation. Figure 6b In the state shown, the fluid medium in the motor circuit 20 does not pass through the radiator 23 and is in a small circulation.

[0096] It should be understood that in the second working mode and when the motor circuit 20 is in the large cycle, the heat generated by the battery 32 can be dissipated through the radiator 23. In the second working mode and when the motor circuit 20 is in the small cycle, the heat generated by the motor 22 can heat the battery 32.

[0097] It should be noted that in Figure 5a In the state shown, turn the No. 2 valve core 552 clockwise 90° or 60° to switch to Figure 6a The status shown or Figure 6b In addition, the control valve integrated in the flow channel D connecting the 9' adapter and the 8' adapter is in the disconnected state.

[0098] Figure 7a for Figure 2 One of the schematic diagrams of the vehicle thermal management system 100 in the third operating mode. Figure 7b for Figure 2 The second schematic diagram of the vehicle thermal management system 100 in the third working mode. Figure 7a and Figure 7b Combined with Figure 4 .

[0099] The vehicle thermal management system 100 can be set to be in a third operating mode, in which valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, or valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2.

[0100] See also Figure 7a When valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, connector No. 8 is connected to connector No. 9 via adapter No. 8', adapter No. 9', the third pump 54 and the corresponding flow channel D. Connector No. 8 is also connected to connector No. 3 via adapter No. 8', the first valve core flow channel C1, adapter No. 3', the second pump 53 and the corresponding flow channel D. Connector No. 2 is connected to connector No. 3 via adapter No. 2', the adapter No. 3', the second pump 53 and the corresponding flow channel, so that the battery circuit 30 is connected to the warm air circuit 40; connector No. 4 is connected to connector No. 7 via adapter No. 4', the second valve core flow channel C2, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 has an independent large circulation.

[0101] See also Figure 7b When valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2, connector No. 8 is connected to connector No. 9 via adapter No. 8', adapter No. 9', the third pump 54 and the corresponding flow channel D. Connector No. 8 is also connected to connector No. 3 via adapter No. 8', the first valve core flow channel C1, adapter No. 3', the second pump 53 and the corresponding flow channel D. Connector No. 2 is connected to connector No. 3 via adapter No. 2', the adapter No. 3', the second pump 53 and the corresponding flow channel, so that the battery circuit 30 is connected to the warm air circuit 40; connector No. 5 is connected to connector No. 7 via adapter No. 5', the second valve core flow channel C2, adapter No. 7', the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 has an independent small circulation.

[0102] exist Figure 7a In the third working mode shown or Figure 7b In the third working mode shown, the warm air circuit 40 and the battery circuit 30 are connected in series, and the motor circuit 20 circulates independently.

[0103] The difference between the two is whether the fluid medium in the motor circuit 20 passes through the radiator 23. Figure 7a In the state shown, the fluid medium in the motor circuit 20 passes through the radiator 23 and is in a large circulation. Figure 7b In the state shown, the fluid medium in the motor circuit 20 does not pass through the radiator 23 and is in a small circulation.

[0104] In the third working mode, the heater 41 in the warm air circuit 40 not only provides heat to the warm air core 42 inside the air conditioning box, but also heats the battery 32 via the fluid medium.

[0105] It should be noted that in Figure 5a In the state shown, turn valve core 551 No.1 90° counterclockwise to switch to Figure 7a The status shown. Figure 5a In this state, rotate the No. 1 valve core 551 90 degrees counterclockwise and the No. 2 valve core 552 30 degrees counterclockwise to switch to Figure 7b In addition, the control valve integrated in the flow channel D connecting the 9' adapter and the 8' adapter is in the connected state.

[0106] Figure 8a for Figure 2 One of the schematic diagrams of the vehicle thermal management system 100 in the fourth operating mode. Figure 8b for Figure 2 The second schematic diagram of the vehicle thermal management system 100 in the fourth operating mode. Figure 8a and Figure 8b Combined with Figure 4 .

[0107] In some optional embodiments, the vehicle thermal management system 100 can be set to be in a fourth operating mode, in which valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the third position of valve core No. 2, or valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the fourth position of valve core No. 2.

[0108] See also Figure 8a When the No. 1 valve core 551 is in the second position of the No. 1 valve core and the No. 2 valve core 552 is in the third position of the No. 2 valve core, the No. 4 connector is connected to the No. 3 connector via the No. 4' adapter, the second valve core flow channel C2, the No. 3' adapter, the second pump 53 and the corresponding flow channel D, and the No. 8 connector is connected to the No. 7 connector via the No. 8' adapter, the first valve core flow channel C1, the No. 7' adapter, the first pump 52 and the corresponding flow channel D, so that the motor circuit 20 is connected to the battery circuit 30 to form a circulation, and the No. 2 connector is disconnected from the No. 9 connector to prevent the warm air circuit from circulating;

[0109] See also Figure 8b When valve core No. 1 551 is in the second position of valve core No. 1 and valve core No. 2 552 is in the fourth position of valve core No. 2, connector No. 5 is connected to connector No. 3 via adapter No. 5', second valve core flow channel C2, adapter No. 3', second pump 53 and corresponding flow channel D, and connector No. 8 is connected to connector No. 7 via adapter No. 8', first valve core flow channel C1, adapter No. 7', first pump 52 and corresponding flow channel D, so that the motor circuit 20 is connected to the battery circuit 30 to form a circulation, and connector No. 2 is disconnected from connector No. 9 to prevent the warm air circuit from circulating.

[0110] exist Figure 8a In the fourth working mode shown or Figure 8b In the fourth working mode, the motor circuit 20 and the battery circuit 30 are connected in series, and the warm air circuit 40 is not circulating, that is, the warm air circuit 40 is not working.

[0111] The difference between the two is whether the fluid medium in the motor circuit 20 passes through the radiator 23. Figure 8a In the state shown, the fluid medium in the motor circuit 20 passes through the radiator 23 and is in a large circulation. Figure 8b In the state shown, the fluid medium in the motor circuit 20 does not pass through the radiator 23 and is in a small circulation. Compared with the second working mode, the main difference between the two is whether the warm air circuit 40 is in circulation.

[0112] It should be understood that in the fourth working mode and when the motor circuit 20 is in the large cycle, the heat generated by the battery 32 can be dissipated through the radiator 23. In the fourth working mode and when the motor circuit 20 is in the small cycle, the heat generated by the motor 22 can heat the battery 32.

[0113] It should be noted that in Figure 5a In the state shown, rotate the No. 1 valve core 551 90 degrees counterclockwise and the No. 2 valve core 552 90 degrees clockwise to switch to Figure 8a The status shown. Figure 5a In the state shown, rotate the No. 1 valve core 551 90 degrees counterclockwise and the No. 2 valve core 552 60 degrees clockwise to switch to Figure 8b In the state shown, the control valve integrated in the flow channel D connecting the 9' adapter and the 8' adapter is in the disconnected state.

[0114] Figure 9a for Figure 2 One of the schematic diagrams of the vehicle thermal management system 100 in the fifth operating mode. Figure 9b for Figure 2 The second schematic diagram of the vehicle thermal management system 100 in the fifth operating mode. Figure 9a and Figure 9bCombined with Figure 4 .

[0115] In some optional embodiments, the vehicle thermal management system 100 can be set to be in a fifth operating mode, in which valve core No. 1 551 is in the third position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, or valve core No. 1 551 is in the third position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2.

[0116] See also Figure 9a When valve core No. 1 551 is in the third position of valve core No. 1 and valve core No. 2 552 is in the first position of valve core No. 2, connector No. 8 is also connected to connector No. 3 via adapter No. 8', first valve core flow channel C1, adapter No. 3', second pump 53 and corresponding flow channel D, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', second pump 53 and corresponding flow channel, connector No. 2 is also connected to connector No. 9 via adapter No. 2', adapter No. 9', third pump 54 and corresponding flow channel D, so that the battery circuit 30 is connected to the warm air circuit 40; connector No. 4 is connected to connector No. 7 via adapter No. 4', second valve core flow channel C2, adapter No. 7', first pump 52 and corresponding flow channel D, so that the motor circuit 20 has an independent large circulation.

[0117] See also Figure 9b When valve core No. 1 551 is in the third position of valve core No. 1 and valve core No. 2 552 is in the second position of valve core No. 2, connector No. 8 is also connected to connector No. 3 via adapter No. 8', first valve core flow channel C1, adapter No. 3', second pump 53 and corresponding flow channel D, connector No. 2 is connected to connector No. 3 via adapter No. 2', adapter No. 3', second pump 53 and corresponding flow channel, connector No. 2 is also connected to connector No. 9 via adapter No. 2', adapter No. 9', third pump 54 and corresponding flow channel D, so that the battery circuit 30 is connected to the warm air circuit 40; connector No. 5 is connected to connector No. 7 via adapter No. 5', second valve core flow channel C2, adapter No. 7', first pump 52 and corresponding flow channel D, so that the motor circuit 20 has an independent small circulation.

[0118] exist Figure 9a In the fifth working mode shown or Figure 9b In the fifth working mode shown, the warm air circuit 40 and the battery circuit 30 are connected in series, and the motor circuit 20 circulates independently.

[0119] The difference between the two is whether the fluid medium in the motor circuit 20 passes through the radiator 23. Figure 9a In the state shown, the fluid medium in the motor circuit 20 passes through the radiator 23 and is in a large circulation. Figure 9bIn this state, the fluid medium in motor circuit 20 does not pass through radiator 23 and is in a small circulation. Compared to the third operating mode, the position of valve core 551 is different, resulting in a different flow rate of fluid medium entering battery circuit 30. In other words, the fifth operating mode controls the flow rate entering battery circuit 30 proportionally.

[0120] It should be noted that in Figure 5a In the state shown, turn valve core 551 No.1 counterclockwise 45° to switch to Figure 9a The status shown. Figure 5a In this state, rotate the No. 1 valve core 551 45 degrees counterclockwise and the No. 2 valve core 552 30 degrees counterclockwise to switch to Figure 9b In addition, the control valve integrated in the flow channel D connecting the 9' adapter and the 8' adapter is in the disconnected state.

[0121] In addition, the thermal management integrated module 50 has many undefined states. Figures 10a to 11b ,exist Figure 10a In the thermal management integrated module 50 in the shown state, the No. 1 valve core 551 of the multi-way valve 55 is in the No. 1 valve core third position, and the No. 2 valve core 552 is in the No. 2 valve core third position. Figure 10b In the thermal management integrated module 50 in the shown state, the valve core No. 1 551 of the multi-way valve 55 is in the third position of the valve core No. 1, and the valve core No. 2 552 is in the fourth position of the valve core No. 2.

[0122] exist Figure 11a In the thermal management integrated module 50 in the shown state, the valve core No. 1 551 of the multi-way valve 55 is in the fourth position of the valve core No. 1, and the valve core No. 2 552 is in the first position of the valve core No. 2. Figure 11b In the illustrated state of the thermal management integrated module 50, valve core 1 551 of the multi-way valve 55 is in the fourth position, and valve core 2 552 is in the second position. This shows that the vehicle thermal management system 100 constructed based on the thermal management integrated module 50 has a wide range of application scenarios.

[0123] It should be noted that Figures 10a to 11b The status shown is mainly to achieve the fluid medium ratio control through the position of valve core No. 1, except Figures 10a to 11b In addition to the states shown as not being applied, there are other states, which are not illustrated here one by one.

[0124] The second aspect of the present application further provides a vehicle, which includes the above-mentioned vehicle thermal management system 100, and thus obviously has all the beneficial effects brought by the above-mentioned vehicle, which will not be illustrated one by one here.

[0125] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle thermal management system, characterized in that: include: Motor pipes, battery pipes and heater pipes; as well as A thermal management integrated module (50) comprises a flow channel plate (51), a first pump (52), a second pump (53), a third pump (54) and a multi-way valve (55), wherein a plurality of flow channels (D) are formed in the flow channel plate (51), and the first pump (52), the second pump (53), the third pump (54) and the multi-way valve (55) are all arranged on the flow channel plate (51) and are respectively connected to at least one of the flow channels (D); The motor circuit, the battery circuit, and the heating circuit are all connected to the thermal management integrated module (50) and correspondingly cooperate with the first pump (52), the second pump (53), and the third pump (54) to form a motor circuit (20), a battery circuit (30), and a heating circuit (40); The multi-way valve (55) includes a rotatable valve core No. 1 (551) and a rotatable valve core No. 2 (552) for switching the communication between the plurality of flow channels (D) to adjust the communication relationship between the motor circuit (20), the battery circuit (30) and the warm air circuit (40).

2. The vehicle thermal management system according to claim 1, characterized in that: The flow channel plate (51) is provided with connectors No. 1 to No. 10 connected to the corresponding flow channel (D); the motor pipeline is connected to connectors No. 4, No. 5 and No. 7 of the flow channel plate (51), and cooperates with the first pump (52) and the corresponding flow channel (D) to form the motor circuit (20); the battery pipeline is connected to connectors No. 3 and No. 8 of the flow channel plate (51), and cooperates with the second pump (53) to form the battery circuit (30); the warm air pipeline is connected to connectors No. 2 and No. 9 of the flow channel plate (51), and cooperates with the third pump (54) to form the warm air circuit (40).

3. The vehicle thermal management system according to claim 2, characterized in that: The multi-way valve (55) is provided with a No. 1' adapter to a No. 9' adapter, the No. 1' adapter to the No. 8' adapter and the No. 1 connector to the No. 8 connector are connected one by one through the corresponding flow channel (D), and the No. 9' adapter is connected to the No. 8' adapter, the No. 9 connector and the No. 10 connector through the corresponding flow channel (D); The first pump (52) is located on the flow channel (D) between the No. 7 adapter and the No. 7 connector, the second pump (53) is located on the flow channel (D) between the No. 3 adapter and the No. 3 connector, and the third pump (54) is located on the flow channel (D) between the No. 9 adapter and the No. 9 connector; The No. 2 valve core (552) is provided with a first valve core flow channel (C1) and a second valve core flow channel (C2), and the No. 1 valve core (551) and the No. 2 valve core (552) are used to adjust the connection relationship of the transfer interface in the multi-way valve (55) to switch the connection of multiple flow channels (D).

4. The vehicle thermal management system according to claim 3, characterized in that: A one-way valve (553) is integrated in the multi-way valve (55), and the one-way valve (553) is arranged at the location of the No. 8' adapter.

5. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system (100) can be configured to operate in a first operating mode, in which: The No. 1 valve core (551) is in the No. 1 valve core first position and the No. 2 valve core (552) is in the No. 2 valve core first position, the No. 2 connector is connected to the No. 9 connector via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the warm air circuit (40) circulates independently; the No. 8 connector is connected to the No. 3 connector via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), so that the battery circuit (30) circulates independently; the No. 4 connector is connected to the No. 7 connector via the No. 4' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) circulates independently; or, The valve core No. 1 (551) is in the first position of the valve core No. 1 and the valve core No. 2 (552) is in the second position of the valve core No. 2, and the connector No. 2 is connected to the connector No. 9 via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the warm air circuit (40) circulates independently; the connector No. 8 is connected to the connector No. 3 via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), so that the battery circuit (30) circulates independently; the connector No. 5 is connected to the connector No. 7 via the No. 5' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) circulates independently.

6. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system (100) can be configured to operate in a second operating mode, in which: The valve core No. 1 (551) is in the first position of the valve core No. 1 and the valve core No. 2 (552) is in the third position of the valve core No. 2, the connector No. 2 is connected to the connector No. 9 via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the warm air circuit (40) circulates independently; the connector No. 4 is connected to the connector No. 3 via the No. 4' adapter, the second valve core flow channel (C2), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), and the connector No. 8 is connected to the connector No. 7 via the No. 8' adapter, the first valve core flow channel (C1), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is connected to the battery circuit (30) to form a circulation; or, The valve core No. 1 (551) is in the first position of the valve core No. 1 and the valve core No. 2 (552) is in the fourth position of the valve core No.

2. The connector No. 2 is connected to the connector No. 9 via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the warm air circuit (40) circulates independently; the connector No. 5 is connected to the connector No. 3 via the No. 5' adapter, the second valve core flow channel (C2), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), and the connector No. 8 is connected to the connector No. 7 via the No. 8' adapter, the first valve core flow channel (C1), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is connected to the battery circuit (30) to form a circulation.

7. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system (100) can be configured to operate in a third operating mode, in which: The valve core No. 1 (551) is in the second position of the valve core No. 1 and the valve core No. 2 (552) is in the first position of the valve core No. 2, the connector No. 8 is connected to the connector No. 9 via the No. 8' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), the connector No. 8 is also connected to the connector No. 3 via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), the connector No. 2 is connected to the connector No. 3 via the No. 2' adapter, the No. 3' adapter, the second pump (53) and the corresponding flow channel, so that the battery circuit (30) is connected to the warm air circuit (40); the connector No. 4 is connected to the connector No. 7 via the No. 4' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is independently circulated; or, The No. 1 valve core (551) is in the No. 1 valve core second position and the No. 2 valve core (552) is in the No. 2 valve core second position, the No. 8 connector is connected to the No. 9 connector via the No. 8' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), the No. 8 connector is also connected to the No. 3 connector via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), the No. 2 connector is connected to the No. 3 connector via the No. 2' adapter, the No. 3' adapter, the second pump (53) and the corresponding flow channel, so that the battery circuit (30) is connected to the warm air circuit (40); the No. 5 connector is connected to the No. 7 connector via the No. 5' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) has an independent small circulation.

8. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system (100) can be configured to operate in a fourth operating mode, in which: The No. 1 valve core (551) is in the No. 1 valve core second position and the No. 2 valve core (552) is in the No. 2 valve core third position, the No. 4 connector is connected to the No. 3 connector via the No. 4' adapter, the second valve core flow channel (C2), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), the No. 8 connector is connected to the No. 7 connector via the No. 8' adapter, the first valve core flow channel (C1), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is connected to the battery circuit (30) to form a circulation, and the No. 2 connector is disconnected from the No. 9 connector to prevent the warm air circuit from circulating; or, The valve core No. 1 (551) is in the second position of the valve core No. 1 and the valve core No. 2 (552) is in the fourth position of the valve core No.

2. The connector No. 5 is connected to the connector No. 3 via the No. 5' adapter, the second valve core flow channel (C2), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D). The connector No. 8 is connected to the connector No. 7 via the No. 8' adapter, the first valve core flow channel (C1), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is connected to the battery circuit (30) to form a circulation. The connector No. 2 is disconnected from the No. 9 connector to prevent the warm air circuit from circulating.

9. The vehicle thermal management system according to claim 4, characterized in that: The vehicle thermal management system (100) can be configured to operate in a fifth operating mode, in which: The No. 1 valve core (551) is in the No. 1 valve core third position and the No. 2 valve core (552) is in the No. 2 valve core first position, the No. 8 connector is also connected to the No. 3 connector via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D), the No. 2 connector is connected to the No. 3 connector via the No. 2' adapter, the No. 3' adapter, the second pump (53) and the corresponding flow channel, the No. 2 connector is also connected to the No. 9 connector via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the battery circuit (30) is connected to the warm air circuit (40); the No. 4 connector is connected to the No. 7 connector via the No. 4' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) is independently circulated; or, The No. 1 valve core (551) is in the third position of the No. 1 valve core and the No. 2 valve core (552) is in the second position of the No. 2 valve core. The No. 8 connector is also connected to the No. 3 connector via the No. 8' adapter, the first valve core flow channel (C1), the No. 3' adapter, the second pump (53) and the corresponding flow channel (D). The No. 2 connector is connected to the No. 3 connector via the No. 2' adapter, the No. 3' adapter, the second pump (53) and the corresponding flow channel. The No. 2 connector is also connected to the No. 9 connector via the No. 2' adapter, the No. 9' adapter, the third pump (54) and the corresponding flow channel (D), so that the battery circuit (30) is connected to the warm air circuit (40); the No. 5 connector is connected to the No. 7 connector via the No. 5' adapter, the second valve core flow channel (C2), the No. 7' adapter, the first pump (52) and the corresponding flow channel (D), so that the motor circuit (20) has an independent small circulation.

10. A vehicle, characterized in that: The vehicle thermal management system comprises the vehicle thermal management system according to any one of claims 1 to 9.

Images