Vehicle thermal management system and vehicle

Abstract

The invention relates to a vehicle thermal management system and a vehicle. The vehicle heat management system comprises a refrigerant circulation loop, a multi-way valve and at least one heat management unit. The multi-way valve comprises a plurality of interfaces which are communicated pairwise; a first heat exchange outlet of the refrigerant circulation loop communicates with one end of the heat management unit through a plurality of connectors, and the other end of the heat management unit communicates with a first heat exchange inlet of the refrigerant circulation loop through a plurality of connectors. A second heat exchange outlet of the refrigerant circulation loop communicates with one end of the heat management unit through a plurality of connectors, and the other end of the heat management unit communicates with a second heat exchange inlet of the refrigerant circulation loop through a plurality of connectors. Leakage points of refrigerants and heat loss of pipelines can be reduced, so that safety of a vehicle and energy efficiency of a heat management system are improved.

Description

Technical Field

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

[0002] With the development of vehicle technology and the application of various new components in vehicles, the thermal management control of vehicles has become more and more precise. Among them, the vehicle thermal management system in the vehicle can realize the heating or cooling function of the vehicle through heat distribution.

[0003] In existing technologies, vehicle thermal management systems utilize multiple refrigerant circuits, switching between different refrigerant circuit modes to achieve cooling or heating of various vehicle subsystems. However, this approach involves numerous heat exchange components within the refrigerant circuits, leading to numerous leaks at the interconnecting points, impacting vehicle safety.

[0004] Alternatively, the vehicle's thermal management system can be configured with a refrigerant circuit and an antifreeze circuit. After the coolant in the antifreeze circuit exchanges heat with the refrigerant in the refrigerant circuit, the antifreeze used to cool or heat the various subsystems. However, this approach involves numerous valves and complex piping in the antifreeze circuit, increasing heat exchange losses in the antifreeze piping and reducing the energy efficiency of the vehicle's thermal management system. Summary of the Invention

[0005] One of the purposes of the present invention is to provide a vehicle thermal management system, which can reduce the refrigerant leakage points and reduce the heat loss of the pipeline by reducing the heat exchange components of the refrigerant circuit and simplifying the antifreeze pipeline, so as to improve the safety of the vehicle and the energy efficiency of the thermal management system; the second purpose is to provide a vehicle.

[0006] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0007] A vehicle thermal management system, comprising a refrigerant circulation circuit, a multi-way valve, and at least one thermal management unit; the multi-way valve comprises a plurality of interfaces connected in pairs;

[0008] The first heat exchange outlet of the refrigerant circulation circuit is connected to one end of the thermal management unit through the multiple interfaces, and the other end of the thermal management unit is connected to the first heat exchange inlet of the refrigerant circulation circuit through the multiple interfaces, so that the high-temperature antifreeze liquid exchanges heat with the refrigerant circulated by the refrigerant circulation circuit to realize the cooling mode or the heating mode of the thermal management unit;

[0009] The second heat exchange outlet of the refrigerant circulation circuit is connected to one end of the thermal management unit through the multiple interfaces, and the other end of the thermal management unit is connected to the second heat exchange inlet of the refrigerant circulation circuit through the multiple interfaces, so that the low-temperature antifreeze liquid and the refrigerant exchange heat to realize the cooling mode of the thermal management unit.

[0010] Furthermore, the vehicle thermal management system also includes a first three-way valve; the at least one thermal management unit includes a passenger compartment thermal management unit; the multiple interfaces are connected to the first end of the first three-way valve, and the second end of the first three-way valve is connected to one end of the passenger compartment thermal management unit; the other end of the passenger compartment thermal management unit is connected to the multiple interfaces.

[0011] Furthermore, the passenger compartment thermal management unit includes a first heat exchanger, a second heat exchanger and a blower; the multiple interfaces are connected to one end of the first heat exchanger, and the other end of the first heat exchanger is connected to the multiple interfaces; the second end of the first three-way valve is connected to one end of the second heat exchanger; the other end of the second heat exchanger is connected to the multiple interfaces; the blower is used to transport air to cool or heat the passenger compartment.

[0012] Furthermore, the at least one thermal management unit also includes a battery thermal management unit; the third end of the first three-way valve is connected to one end of the battery thermal management unit; and the other end of the battery thermal management unit is connected to the multiple interfaces.

[0013] Furthermore, the battery thermal management unit also includes a first temperature sensor, a battery, a first water pump and a second three-way valve; the third end of the first three-way valve is connected to one end of the battery through the first temperature sensor; the other end of the battery is connected to the first end of the second three-way valve through the first water pump; the second end of the second three-way valve is connected to the multiple interfaces; and the third end of the second three-way valve is connected to one end of the battery through the first temperature sensor.

[0014] Furthermore, the at least one thermal management unit also includes an electric drive thermal management unit; the multiple interfaces of the multi-way valve are connected to one end of the electric drive thermal management unit; and the other end of the electric drive thermal management unit is connected to the multiple interfaces.

[0015] Furthermore, the electric drive thermal management unit includes a cooling fan, a second temperature sensor, an electric drive and a third heat exchanger; the multiple interfaces are connected to one end of the third heat exchanger; the other end of the third heat exchanger is connected to one end of the electric drive through the second temperature sensor; the other end of the third heat exchanger is also connected to the multiple interfaces; the other end of the electric drive is connected to the multiple interfaces; the cooling fan is used to cool the high-temperature antifreeze in the third heat exchanger, so that the cooled high-temperature antifreeze cools the electric drive.

[0016] Furthermore, the refrigerant circulation loop includes a fourth heat exchanger, a fifth heat exchanger and a compressor; the outlet of the compressor is connected to the first inlet of the fourth heat exchanger; the first outlet of the fourth heat exchanger is connected to the first inlet of the fifth heat exchanger, and the first outlet of the fifth heat exchanger is connected to the inlet of the compressor; the second outlet of the fourth heat exchanger is connected to one end of the thermal management unit through the multiple interfaces, and the other end of the thermal management unit is connected to the second inlet of the fourth heat exchanger through the multiple interfaces; the second outlet of the fifth heat exchanger is connected to one end of the thermal management unit through the multiple interfaces, and the other end of the thermal management unit is connected to the second inlet of the fifth heat exchanger through the multiple interfaces.

[0017] Furthermore, the refrigerant circulation circuit also includes a first temperature and pressure sensor, an expansion valve and a second temperature and pressure sensor; the outlet of the compressor is connected to the first inlet of the fourth heat exchanger through the first temperature and pressure sensor, the first outlet of the fourth heat exchanger is connected to the first inlet of the fifth heat exchanger through the expansion valve, and the first outlet of the fifth heat exchanger is connected to the inlet of the compressor through the second temperature and pressure sensor.

[0018] Furthermore, the vehicle thermal management system also includes a second water pump, a heater and a third temperature sensor; the first heat exchange outlet of the refrigerant circulation circuit is connected to one end of the heater; the other end of the heater is connected to the multiple interfaces through the third temperature sensor; the multiple interfaces are connected to the first heat exchange inlet of the refrigerant circulation circuit through the second water pump.

[0019] Furthermore, the vehicle thermal management system also includes a third water pump and a fourth temperature sensor; the second heat exchange outlet of the refrigerant circulation circuit is connected to the multiple interfaces through the fourth temperature sensor; the multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation circuit through the third water pump.

[0020] Furthermore, the multi-way valve is an eleven-way valve.

[0021] A vehicle includes the vehicle thermal management system as described above.

[0022] Beneficial effects of the present invention:

[0023] The present invention provides a vehicle thermal management system with a refrigerant circulation circuit, a multi-way valve, and at least one thermal management unit. A first heat exchange outlet of the refrigerant circulation circuit is sequentially connected to a first heat exchange inlet of the refrigerant circulation circuit through a plurality of interfaces, each thermal management unit, and the plurality of interfaces, each of which is connected in pairs. This allows heat exchange between high-temperature antifreeze and refrigerant circulated in the refrigerant circulation circuit, thereby realizing a cooling mode or a heating mode for each thermal management unit. A second heat exchange outlet of the refrigerant circulation circuit is sequentially connected to the first heat exchange inlet of the refrigerant circulation circuit through the plurality of interfaces, each thermal management unit, and the plurality of interfaces. This allows heat exchange between low-temperature antifreeze and the refrigerant, thereby realizing a cooling mode for each thermal management unit. Furthermore, by providing a high-temperature antifreeze flow circuit and a low-temperature antifreeze flow circuit, and switching the flow mode of each antifreeze circuit through the multi-way valve, the heat exchange components of the refrigerant circuit can be reduced and the antifreeze pipeline can be simplified while ensuring the thermal management function of the entire vehicle. This reduces refrigerant leakage points and reduces pipeline heat loss, thereby improving vehicle safety and the energy efficiency of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 The principle of a vehicle thermal management system provided by an embodiment of the present invention Figure 1 ;

[0025] Figure 2 The principle of a vehicle thermal management system provided by an embodiment of the present invention Figure 2 ;

[0026] Figure 3 A schematic diagram of various communication modes of an eleven-way valve provided in one embodiment of the present invention;

[0027] Figure 4 A schematic diagram of an implementation scheme of a passenger compartment cooling system provided by one embodiment of the present invention;

[0028] Figure 5 A schematic diagram of an implementation scheme of a passenger cabin heating system provided by one embodiment of the present invention;

[0029] Figure 6 A schematic diagram of another passenger cabin heating system according to an embodiment of the present invention;

[0030] Figure 7 A schematic diagram of a system implementation in a battery cooling mode provided by an embodiment of the present invention;

[0031] Figure 8 A schematic diagram of an implementation scheme of a battery heating system provided by one embodiment of the present invention;

[0032] Figure 9 A schematic diagram of another battery heating system implementation provided by an embodiment of the present invention;

[0033] Figure 10 A schematic diagram of an implementation scheme of a passenger compartment dehumidification system provided by one embodiment of the present invention;

[0034] Figure 11 A schematic diagram of another passenger cabin dehumidification system according to an embodiment of the present invention;

[0035] Figure 12 A schematic diagram of an electric drive cooling system according to an embodiment of the present invention;

[0036] Figure 13 A schematic diagram of an implementation scheme of a passenger compartment cooling and battery cooling system provided by one embodiment of the present invention;

[0037] Figure 14 A schematic diagram of an implementation scheme of a passenger compartment cooling and battery cooling system provided by one embodiment of the present invention;

[0038] Figure 15 A schematic diagram of another passenger compartment cooling and battery cooling system according to an embodiment of the present invention;

[0039] Figure 16 A schematic diagram of an implementation scheme of a passenger cabin heating and battery heating system provided by one embodiment of the present invention;

[0040] Figure 17 A schematic diagram of another passenger cabin heating and battery heating system according to an embodiment of the present invention;

[0041] Figure 18 A schematic diagram of an implementation of a passenger compartment dehumidification and battery cooling system provided by one embodiment of the present invention.

[0042] Figure markings: 1-refrigerant circulation circuit; 2-multi-way valve; 3-thermal management unit; 4-first three-way valve; 5-passenger compartment thermal management unit; 6-first heat exchanger; 7-second heat exchanger; 8-blower; 9-battery thermal management unit; 10-first temperature sensor; 11-battery; 12-first water pump; 13-second three-way valve; 14-electric drive thermal management unit; 15-cooling fan; 16-second temperature sensor; 17-electric drive; 18-third heat exchanger; 19-fourth heat exchanger; 20-fifth heat exchanger; 21-compressor; 22-first temperature and pressure sensor; 23-expansion valve; 24-second temperature and pressure sensor; 25-second water pump; 26-heater; 27-third temperature sensor; 28-third water pump; 29-fourth temperature sensor; 30-eleven-way valve. DETAILED DESCRIPTION

[0043] The following describes the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art will readily appreciate the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the various details in this specification may be modified or altered based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[0044] It should be noted that the illustrations provided in the following embodiments are merely schematic illustrations of the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape, and size of components in actual implementation. In actual implementation, the type, quantity, and proportion of each component may be changed arbitrarily, and the component layout may also be more complex.

[0045] With the development of vehicle technology and the application of various new components in vehicles, the thermal management control of vehicles has become more and more precise. Among them, the vehicle thermal management system in the vehicle can realize the heating or cooling function of the vehicle through heat distribution.

[0046] In one example, a vehicle thermal management system utilizes multiple refrigerant circuits, switching between different refrigerant circuit modes to achieve cooling or heating of various vehicle subsystems. However, this approach involves numerous heat exchange components within the refrigerant circuits, leading to numerous leaks at the interconnecting points, impacting vehicle safety.

[0047] In another example, a vehicle's thermal management system features a refrigerant circuit and an antifreeze circuit. After heat exchange between the coolant in the antifreeze circuit and the refrigerant in the refrigerant circuit, the antifreeze used to cool or heat the various subsystems. However, this approach involves numerous valves and complex piping in the antifreeze circuit, increasing heat loss in the antifreeze piping and reducing the energy efficiency of the vehicle's thermal management system.

[0048] In view of this, an embodiment of the present invention proposes a vehicle thermal management system, which sets a flow circuit for high-temperature antifreeze and a flow circuit for low-temperature antifreeze, and switches the flow pattern of each antifreeze circuit through a multi-way valve. This can ensure the realization of the thermal management function of the entire vehicle, reduce the leakage points of the refrigerant and reduce the heat loss of the pipeline, so as to improve the safety of the vehicle and the energy efficiency of the thermal management system.

[0049] The technical solution of the present invention is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0050] Figure 1 The principle of a vehicle thermal management system provided by an embodiment of the present invention Figure 1 ,like Figure 1 As shown, the vehicle thermal management system includes a refrigerant circulation circuit 1, a multi-way valve 2, and at least one thermal management unit 3; the multi-way valve 2 includes multiple ports connected in pairs. The first heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the thermal management unit 3 via multiple ports, while the other end of the thermal management unit 3 is connected to the first heat exchange inlet of the refrigerant circulation circuit 1 via multiple ports. This allows heat exchange between high-temperature antifreeze and the refrigerant circulating in the refrigerant circulation circuit 1, thereby realizing cooling or heating mode of the thermal management unit 3. The second heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the thermal management unit 3 via multiple ports, while the other end of the thermal management unit 3 is connected to the second heat exchange inlet of the refrigerant circulation circuit 1 via multiple ports. This allows heat exchange between low-temperature antifreeze and the refrigerant, thereby realizing cooling mode of the thermal management unit 3.

[0051] Exemplarily, a vehicle includes a vehicle thermal management system, such as an electric vehicle thermal management system using the environmentally friendly refrigerant propane. The vehicle thermal management system includes a refrigerant circulation circuit 1, a multi-way valve 2, and at least one thermal management unit 3. The multi-way valve 2 includes multiple interfaces connected in pairs. For example, the multi-way valve 2 is a six-way valve, including six interfaces connected in pairs, and the multiple interfaces have different connection modes. The refrigerant circulation circuit 1 is used to circulate a refrigerant, such as the environmentally friendly refrigerant propane. The refrigerant circulation circuit 1 has a single refrigerant flow path and only includes the necessary components for the refrigeration cycle, without involving multiple refrigerant pipelines. Therefore, the pipeline is extremely simplified, reducing the refrigerant flow range and the risk of leakage.

[0052] The refrigerant circulation circuit 1 is provided with a first heat exchange outlet, a second heat exchange outlet, a first heat exchange inlet, and a second heat exchange inlet. The first heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the thermal management unit 3 via an antifreeze connection pipe and multiple interfaces of the multi-way valve 2. The other end of the thermal management unit 3 is connected to the first heat exchange inlet of the refrigerant circulation circuit 1 via multiple interfaces of the multi-way valve 2 and an antifreeze connection pipe, thereby forming a flow circuit for high-temperature antifreeze. The high-temperature antifreeze liquid transported in the high-temperature antifreeze flow circuit can exchange heat with the refrigerant circulated in the refrigerant circulation circuit 1. After heat exchange, the high-temperature antifreeze liquid can be transported to different thermal management units 3 through different connection modes of the multiple interfaces in the multi-way valve 2, thereby increasing the temperature of the antifreeze liquid to achieve a heating mode of the thermal management unit 3. Alternatively, the high-temperature antifreeze liquid can be cooled by a cooling device within the thermal management unit 3 to achieve a cooling mode of the thermal management unit 3. In other words, the cooling capacity or heating capacity of the high-temperature antifreeze liquid after heat exchange can be used to achieve the corresponding cooling mode or heating mode of the thermal management unit 3.

[0053] At the same time, the second heat exchange outlet of the refrigerant circulation loop 1 is connected to one end of the thermal management unit 3 through the antifreeze connecting pipe and multiple interfaces in the multi-way valve 2, and the other end of the thermal management unit 3 is connected to the second heat exchange inlet of the refrigerant circulation loop 1 through multiple interfaces in the multi-way valve 2 and the antifreeze connecting pipe, so as to form a flow loop of low-temperature antifreeze; so that the low-temperature antifreeze transported in the low-temperature antifreeze flow loop can exchange heat with the refrigerant circulated in the refrigerant circulation loop 1, and the low-temperature antifreeze after heat exchange can be transported to different thermal management units 3 through different connection modes of multiple interfaces in the multi-way valve 2, so that the temperature of the antifreeze is reduced, and the cooling capacity of the low-temperature antifreeze after heat exchange is utilized to realize the cooling mode of the corresponding thermal management unit 3.

[0054] For example, the vehicle thermal management system includes a first thermal management unit and a second thermal management unit. By switching the connection mode of multiple interfaces in the multi-way valve 2, the first heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the first thermal management unit, the multi-way valve 2, and the first heat exchange inlet of the refrigerant circulation circuit 1 are connected in sequence to form a heating circuit corresponding to the first thermal management unit; at the same time, the second heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the second thermal management unit, the multi-way valve 2, and the second heat exchange inlet of the refrigerant circulation circuit 1 are connected in sequence to form a cooling circuit corresponding to the second thermal management unit, thereby realizing the heating mode of the first thermal management unit and the cooling mode of the second thermal management unit at the same time.

[0055] In this embodiment, a vehicle thermal management system is provided, which is provided with a refrigerant circulation circuit, a high-temperature antifreeze flow circuit and a low-temperature antifreeze flow circuit, and the flow pattern of each antifreeze circuit is switched by a multi-way valve. This can ensure the realization of the thermal management function of the entire vehicle, reduce the leakage points of the refrigerant and reduce the heat loss of the pipeline, so as to improve the safety of the vehicle and the energy efficiency of the thermal management system.

[0056] Figure 2 The principle of a vehicle thermal management system provided by an embodiment of the present invention Figure 2 ,like Figure 2As shown, the vehicle thermal management system includes a refrigerant circulation circuit 1, a multi-way valve 2, and at least one thermal management unit 3; the multi-way valve 2 includes multiple ports connected in pairs. The first heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the thermal management unit 3 via multiple ports, while the other end of the thermal management unit 3 is connected to the first heat exchange inlet of the refrigerant circulation circuit 1 via multiple ports. This allows heat exchange between high-temperature antifreeze and the refrigerant circulating in the refrigerant circulation circuit 1, thereby realizing cooling or heating mode of the thermal management unit 3. The second heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the thermal management unit 3 via multiple ports, while the other end of the thermal management unit 3 is connected to the second heat exchange inlet of the refrigerant circulation circuit 1 via multiple ports. This allows heat exchange between low-temperature antifreeze and the refrigerant, thereby realizing cooling mode of the thermal management unit 3.

[0057] In one possible embodiment, the vehicle thermal management system also includes a first three-way valve 4; at least one thermal management unit 3 includes a passenger compartment thermal management unit 5; multiple interfaces are connected to the first end of the first three-way valve 4, and the second end of the first three-way valve 4 is connected to one end of the passenger compartment thermal management unit 5; the other end of the passenger compartment thermal management unit 5 is connected to multiple interfaces.

[0058] For example, in combination Figure 2 The vehicle thermal management system further includes a first three-way valve 4, and at least one thermal management unit 3 includes a passenger compartment thermal management unit 5. The first heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the first three-way valve 4, the passenger compartment thermal management unit 5, and the first heat exchange inlet of the refrigerant circulation circuit 1 constitute a flow circuit of the high-temperature antifreeze liquid; wherein, the first heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces in the multi-way valve 2, multiple interfaces in the multi-way valve 2 are connected to the first end of the first three-way valve 4, and the second end of the first three-way valve 4 is connected to one end of the passenger compartment thermal management unit 5; the other end of the passenger compartment thermal management unit 5 is connected to multiple interfaces in the multi-way valve 2, and the multi-way valve 2 is connected to the first end of the first three-way valve 4. The multiple interfaces in the multi-way valve 2 are connected to the first heat exchange inlet of the refrigerant circulation circuit 1; when the different connection modes of the multiple interfaces in the multi-way valve 2 are switched, that is, the flow mode of the flow circuit of the high-temperature antifreeze is switched through the multi-way valve 2, the high-temperature antifreeze exchanges heat with the refrigerant circulated in the refrigerant circulation circuit 1, so that the temperature of the antifreeze increases to realize the heating mode of the passenger compartment thermal management unit 5, or, the high-temperature antifreeze is cooled by the cooling device inside the passenger compartment thermal management unit 5, so that the cooling mode of the passenger compartment thermal management unit 5 can be realized.

[0059] The second heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the first three-way valve 4, the passenger compartment thermal management unit 5, and the second heat exchange inlet of the refrigerant circulation circuit 1 constitute a flow circuit for the low-temperature antifreeze liquid; wherein, the second heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces in the multi-way valve 2, multiple interfaces in the multi-way valve 2 are connected to the first end of the first three-way valve 4, and the second end of the first three-way valve 4 is connected to one end of the passenger compartment thermal management unit 5; the other end of the passenger compartment thermal management unit 5 is connected to multiple interfaces in the multi-way valve 2, and multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation circuit 1; so that when different connection modes of the multiple interfaces in the multi-way valve 2 are switched, that is, the flow mode of the low-temperature antifreeze liquid flow circuit is switched by the multi-way valve 2, the low-temperature antifreeze liquid exchanges heat with the refrigerant circulated in the refrigerant circulation circuit 1, so that the temperature of the antifreeze liquid is reduced, and the cooling capacity of the low-temperature antifreeze liquid after the heat exchange is utilized to realize the cooling mode of the passenger compartment thermal management unit 5.

[0060] In one possible embodiment, the passenger compartment thermal management unit 5 includes a first heat exchanger 6, a second heat exchanger 7 and a blower 8; multiple interfaces are connected to one end of the first heat exchanger 6, and the other end of the first heat exchanger 6 is connected to multiple interfaces; the second end of the first three-way valve 4 is connected to one end of the second heat exchanger 7; the other end of the second heat exchanger 7 is connected to multiple interfaces; the blower 8 is used to transport air to cool or heat the passenger compartment.

[0061] For example, in combination Figure 2 The passenger compartment thermal management unit 5 includes a first heat exchanger 6, such as a cold air heat exchanger, a second heat exchanger 7, such as a water heater, and a blower 8. Multiple ports of a multi-way valve 2 are connected to one end of the first heat exchanger 6, and the other end of the first heat exchanger 6 is connected to multiple ports. The second end of the first three-way valve 4 is connected to one end of the second heat exchanger 7, and the other end of the second heat exchanger 7 is connected to multiple ports.

[0062] When the passenger compartment requires heating, the high-temperature antifreeze liquid in the first heat exchanger 6, heated by the refrigerant circulation loop 1 and the second heat exchanger 7, exchanges heat with the air introduced by the blower 8. The heated air is then delivered to the passenger compartment, thereby achieving heating of the passenger compartment. When the passenger compartment requires cooling, the low-temperature antifreeze liquid in the first heat exchanger 6, cooled by the refrigerant circulation loop 1, exchanges heat with the air introduced by the blower 8. The cooled air is then delivered to the passenger compartment, thereby achieving cooling of the passenger compartment.

[0063] In one possible embodiment, at least one thermal management unit 3 further includes a battery thermal management unit 9; the third end of the first three-way valve 4 is connected to one end of the battery thermal management unit 9; and the other end of the battery thermal management unit 9 is connected to multiple interfaces.

[0064] For example, in combination Figure 2, the at least one thermal management unit 3 also includes a battery thermal management unit 9. The first heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the first three-way valve 4, the battery thermal management unit 9, and the first heat exchange inlet of the refrigerant circulation circuit 1 constitute a flow circuit for the high-temperature antifreeze liquid. The first heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple ports in the multi-way valve 2, which are connected to a first end of the first three-way valve 4. The third end of the first three-way valve 4 is connected to one end of the battery thermal management unit 9. The other end of the battery thermal management unit 9 is connected to multiple ports in the multi-way valve 2, which are connected to the first heat exchange inlet of the refrigerant circulation circuit 1. When the different connection modes of the multiple ports in the multi-way valve 2 are switched, that is, the flow mode of the high-temperature antifreeze liquid flow circuit is switched by the multi-way valve 2, the high-temperature antifreeze liquid exchanges heat with the refrigerant circulated in the refrigerant circulation circuit 1, thereby increasing the temperature of the antifreeze liquid, thereby realizing the heating mode of the battery thermal management unit 9. Alternatively, the high-temperature antifreeze liquid is cooled by the cooling device inside the battery thermal management unit 9, thereby realizing the cooling mode of the battery thermal management unit 9.

[0065] The second heat exchange outlet of the refrigerant circulation circuit 1, the multi-way valve 2, the first three-way valve 4, the battery thermal management unit 9, and the second heat exchange inlet of the refrigerant circulation circuit 1 constitute a flow circuit of the low-temperature antifreeze liquid; wherein, the second heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces in the multi-way valve 2, multiple interfaces in the multi-way valve 2 are connected to the first end of the first three-way valve 4, and the third end of the first three-way valve 4 is connected to one end of the battery thermal management unit 9; the other end of the battery thermal management unit 9 is connected to multiple interfaces in the multi-way valve 2, and multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation circuit 1; so that when different connection modes of the multiple interfaces in the multi-way valve 2 are switched, that is, the flow mode of the low-temperature antifreeze liquid flow circuit is switched by the multi-way valve 2, the low-temperature antifreeze liquid exchanges heat with the refrigerant circulated in the refrigerant circulation circuit 1, so that the temperature of the antifreeze liquid is reduced, and the cooling capacity of the low-temperature antifreeze liquid after the heat exchange is utilized to realize the cooling mode of the battery thermal management unit 9.

[0066] In one possible embodiment, the battery thermal management unit 9 also includes a first temperature sensor 10, a battery 11, a first water pump 12 and a second three-way valve 13; the third end of the first three-way valve 4 is connected to one end of the battery 11 through the first temperature sensor 10; the other end of the battery 11 is connected to the first end of the second three-way valve 13 through the first water pump 12; the second end of the second three-way valve 13 is connected to multiple interfaces; and the third end of the second three-way valve 13 is connected to one end of the battery 11 through the first temperature sensor 10.

[0067] For example, in combination Figure 2The battery thermal management unit 9 further includes a first temperature sensor 10, a battery 11, a first water pump 12, and a second three-way valve 13. The third end of the first three-way valve 4 is connected to one end of the battery 11 via the first temperature sensor 10; the other end of the battery 11 is connected to the first end of the second three-way valve 13 via the first water pump 12; the second end of the second three-way valve 13 is connected to multiple ports; and the third end of the second three-way valve 13 is connected to one end of the battery 11 via the first temperature sensor 10.

[0068] When the battery 11 needs to be heated, the high-temperature antifreeze liquid from the refrigerant circulation circuit 1, under the action of the first water pump 12, flows through the battery 11 and heats it. When the battery 11 needs to be cooled, the low-temperature antifreeze liquid from the refrigerant circulation circuit 1, under the action of the first water pump 12, flows through the battery 11 and removes its heat.

[0069] In one possible embodiment, at least one thermal management unit 3 further includes an electric thermal management unit 14; multiple interfaces of the multi-way valve 2 are connected to one end of the electric thermal management unit 14; and the other end of the electric thermal management unit 14 is connected to multiple interfaces.

[0070] Exemplarily, the at least one thermal management unit 3 further includes an electric thermal management unit 14. The first heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces in the multi-way valve 2, which are connected to the first end of the first three-way valve 4, and the second end of the first three-way valve 4 is connected to one end of the electric thermal management unit 14. The other end of the electric thermal management unit 14 is connected to multiple interfaces in the multi-way valve 2, which are connected to the first heat exchange inlet of the refrigerant circulation circuit 1. When the different connection modes of the multiple interfaces in the multi-way valve 2 are switched, that is, the flow mode of the high-temperature antifreeze liquid is switched by the multi-way valve 2, the high-temperature antifreeze liquid exchanges heat with the refrigerant circulated in the refrigerant circulation circuit 1, thereby increasing the temperature of the antifreeze liquid, thereby realizing the heating mode of the electric thermal management unit 14. Alternatively, the high-temperature antifreeze liquid is cooled by the cooling device inside the electric thermal management unit 14, thereby realizing the cooling mode of the electric thermal management unit 14.

[0071] The second heat exchange outlet of the refrigerant circulation loop 1 is connected to multiple interfaces in the multi-way valve 2, the multiple interfaces in the multi-way valve 2 are connected to the first end of the first three-way valve 4, and the second end of the first three-way valve 4 is connected to one end of the electric drive thermal management unit 14; the other end of the electric drive thermal management unit 14 is connected to multiple interfaces in the multi-way valve 2, and the multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation loop 1; so that when the different connection modes of the multiple interfaces in the multi-way valve 2 are switched, that is, the flow mode of the flow circuit of the low-temperature antifreeze is switched through the multi-way valve 2, the low-temperature antifreeze exchanges heat with the refrigerant circulated in the refrigerant circulation loop 1, so that the temperature of the antifreeze is reduced, and the cooling capacity of the low-temperature antifreeze after the heat exchange is utilized to realize the cooling mode of the electric drive thermal management unit 14.

[0072] In one possible embodiment, the electric drive thermal management unit 14 includes a cooling fan 15, a second temperature sensor 16, an electric drive 17 and a third heat exchanger 18; multiple interfaces are connected to one end of the third heat exchanger 18; the other end of the third heat exchanger 18 is connected to one end of the electric drive 17 through the second temperature sensor 16; the other end of the third heat exchanger 18 is also connected to multiple interfaces; the other end of the electric drive 17 is connected to multiple interfaces; the cooling fan 15 is used to cool the high-temperature antifreeze in the third heat exchanger 18, so that the cooled high-temperature antifreeze cools the electric drive 17.

[0073] Exemplarily, the electric drive thermal management unit 14 includes a cooling fan 15, a second temperature sensor 16, an electric drive 17, and a third heat exchanger 18. Multiple interfaces connect to one end of the third heat exchanger 18; the other end of the third heat exchanger 18 connects to one end of the electric drive 17 via the second temperature sensor 16; the other end of the third heat exchanger 18 also connects to multiple interfaces; and the other end of the electric drive 17 connects to multiple interfaces. Furthermore, when the electric drive 17 is operating, the heat it generates is removed by antifreeze fluid passing through the third heat exchanger 18 and cooled by air introduced by the cooling fan 15. The heat can also be used to replenish heat in the refrigerant circulation circuit 1 when waste heat is utilized.

[0074] In one possible embodiment, the refrigerant circulation loop 1 includes a fourth heat exchanger 19, a fifth heat exchanger 20 and a compressor 21; the outlet of the compressor 21 is connected to the first inlet of the fourth heat exchanger 19; the first outlet of the fourth heat exchanger 19 is connected to the first inlet of the fifth heat exchanger 20, and the first outlet of the fifth heat exchanger 20 is connected to the inlet of the compressor 21; the second outlet of the fourth heat exchanger 19 is connected to one end of the thermal management unit 3 through multiple interfaces, and the other end of the thermal management unit 3 is connected to the second inlet of the fourth heat exchanger 19 through multiple interfaces; the second outlet of the fifth heat exchanger 20 is connected to one end of the thermal management unit 3 through multiple interfaces, and the other end of the thermal management unit 3 is connected to the second inlet of the fifth heat exchanger 20 through multiple interfaces.

[0075] For example, in combination Figure 2 Refrigerant circulation circuit 1 includes a fourth heat exchanger 19, such as a high-pressure side heat exchanger, a fifth heat exchanger 20, such as a low-pressure side heat exchanger, and a compressor 21, such as a steam compressor. The outlet of compressor 21 is connected to the first inlet of fourth heat exchanger 19; the first outlet of fourth heat exchanger 19 is connected to the first inlet of fifth heat exchanger 20; and the first outlet of fifth heat exchanger 20 is connected to the inlet of compressor 21, thereby forming refrigerant circulation circuit 1. In this case, the second outlet of fourth heat exchanger 19 serves as the first heat exchange outlet of refrigerant circulation circuit 1, and the second inlet of fourth heat exchanger 19 serves as the first heat exchange inlet of refrigerant circulation circuit 1. The second outlet of fourth heat exchanger 19 is connected to one end of thermal management unit 3 via multiple interfaces, and the other end of thermal management unit 3 is connected to the second inlet of fourth heat exchanger 19 via multiple interfaces. At the same time, the second outlet of the fifth heat exchanger 20 is the second heat exchange outlet of the refrigerant circulation loop 1, and the second inlet of the fifth heat exchanger 20 is the second heat exchange inlet of the refrigerant circulation loop 1. The second outlet of the fifth heat exchanger 20 is connected to one end of the thermal management unit 3 through multiple interfaces, and the other end of the thermal management unit 3 is connected to the second inlet of the fifth heat exchanger 20 through multiple interfaces.

[0076] The high-temperature, high-pressure refrigerant in the fourth heat exchanger 19 exchanges heat with the lower-temperature, high-temperature antifreeze liquid, increasing the temperature of the high-temperature antifreeze liquid passing through the fourth heat exchanger 19. The low-temperature, low-pressure refrigerant in the fifth heat exchanger 20 exchanges heat with the higher-temperature antifreeze liquid, reducing the temperature of the antifreeze liquid passing through the low-pressure side heat exchanger 5, thereby producing a low-temperature antifreeze liquid. The refrigerant circulation circuit 1 only includes the necessary components for implementing the refrigeration cycle, without involving multiple high-pressure side heat exchange components and multiple low-pressure side heat exchange components. This facilitates the integration of a refrigerant circulation circuit 1 based on a flammable refrigerant such as the 290 model into a smaller, more simply arranged module, reducing the risk of refrigerant leakage and explosion.

[0077] In one possible embodiment, the refrigerant circulation circuit 1 also includes a first temperature and pressure sensor 22, an expansion valve 23, and a second temperature and pressure sensor 24; the outlet of the compressor 21 is connected to the first inlet of the fourth heat exchanger 19 through the first temperature and pressure sensor 22, the first outlet of the fourth heat exchanger 19 is connected to the first inlet of the fifth heat exchanger 20 through the expansion valve 23, and the first outlet of the fifth heat exchanger 20 is connected to the inlet of the compressor 21 through the second temperature and pressure sensor 24.

[0078] For example, in combination Figure 2The refrigerant circulation loop 1 also includes a first temperature and pressure sensor 22, an expansion valve 23 and a second temperature and pressure sensor 24; the outlet of the compressor 21 is connected to one end of the first temperature and pressure sensor 22, and the other end of the first temperature and pressure sensor 22 is connected to the first inlet of the fourth heat exchanger 19, so that the vehicle thermal management system can monitor the exhaust pressure and exhaust temperature of the compressor 21 through the first temperature and pressure sensor 22; the first outlet of the fourth heat exchanger 19 is connected to the inlet of the expansion valve 23, and the outlet of the expansion valve 23 is connected to the first inlet of the fifth heat exchanger 20, so that the vehicle thermal management system controls the flow of refrigerant by opening and closing the expansion valve 23; the first outlet of the fifth heat exchanger 20 is connected to the inlet of the compressor 21 through the second temperature and pressure sensor 24 to form a refrigerant circulation loop 1, so that the vehicle thermal management system can monitor the suction pressure and suction temperature of the compressor 21 through the second temperature and pressure sensor 24.

[0079] In one possible embodiment, the vehicle thermal management system also includes a second water pump 25, a heater 26 and a third temperature sensor 27; the first heat exchange outlet of the refrigerant circulation circuit 1 is connected to one end of the heater 26; the other end of the heater 26 is connected to multiple interfaces through the third temperature sensor 27; and the multiple interfaces are connected to the first heat exchange inlet of the refrigerant circulation circuit 1 through the second water pump 25.

[0080] For example, the vehicle thermal management system further includes a second water pump 25, a heater 26 such as a water heater, and a third temperature sensor 27; the first heat exchange outlet of the refrigerant circulation loop 1 is connected to one end of the heater 26; the other end of the heater 26 is connected to multiple interfaces through the third temperature sensor 27, so that the vehicle thermal management system can monitor the temperature of the high-temperature antifreeze liquid; the multiple interfaces are connected to the first heat exchange inlet of the refrigerant circulation loop 1 through the second water pump 25. Figure 2 The second outlet of the fourth heat exchanger 19 in the refrigerant circulation loop 1 is connected to one end of the heater 26, and the other end of the heater 26 is connected to multiple interfaces through the third temperature sensor 27; the multiple interfaces are connected to the second inlet of the fourth heat exchanger 19 in the refrigerant circulation loop 1 through the second water pump 25.

[0081] In one possible embodiment, the vehicle thermal management system also includes a third water pump 28 and a fourth temperature sensor 29; the second heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces through the fourth temperature sensor 29; and the multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation circuit 1 through the third water pump 28.

[0082] For example, the vehicle thermal management system further includes a third water pump 28 and a fourth temperature sensor 29; the second heat exchange outlet of the refrigerant circulation circuit 1 is connected to multiple interfaces through the fourth temperature sensor 29, so that the vehicle thermal management system can monitor the temperature of the high-temperature antifreeze liquid; the multiple interfaces are connected to the first heat exchange inlet of the refrigerant circulation circuit 1 through the third water pump 28. Figure 2 The second outlet of the fifth heat exchanger 20 in the refrigerant circulation loop 1 is connected to multiple interfaces through the fourth temperature sensor 29; the multiple interfaces are connected to the second inlet of the fifth heat exchanger 20 in the refrigerant circulation loop 1 through the third water pump 28.

[0083] In a possible embodiment, the multi-way valve (2) may be an eight-way valve, which includes eight interfaces that are interconnected in pairs; the multi-way valve (2) may also be a ten-way valve, which includes ten interfaces that are interconnected in pairs; the multi-way valve (2) may also be a twelve-way valve, which includes twelve interfaces that are interconnected in pairs.

[0084] Based on the above embodiment, taking the eight-way valve as an example, the eight-way valve includes a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, and an eighth interface. In the passenger compartment heating mode, the first interface and the second interface of the eight-way valve are connected, the third interface and the fourth interface are connected, the fifth interface and the sixth interface are connected, and the seventh interface and the eighth interface are connected. In the flow circuit of the high-temperature antifreeze, the high-temperature antifreeze can pass through the first interface of the eight-way valve, the fourth heat exchanger 19, the third interface of the eight-way valve, the fourth interface of the eight-way valve, the first heat exchanger 6, the second interface of the eight-way valve, and the first interface of the eight-way valve in sequence. In the flow circuit of the low-temperature antifreeze, the low-temperature antifreeze can pass through the fifth interface of the eight-way valve, the third water pump 28, the fifth heat exchanger 20, the seventh interface of the eight-way valve, the eighth interface of the eight-way valve, the third heat exchanger 18, the electric drive 17, the sixth interface of the eight-way valve, and the fifth interface of the eight-way valve in sequence. In the low-temperature antifreeze flow loop, the antifreeze, passing through the third heat exchanger 18 and cooling fan 15, absorbs heat from the ambient air. If the electric drive 17 has excess heat, the low-temperature antifreeze also absorbs this heat and, through the action of the circulating third water pump 28, transfers the excess heat to the fifth heat exchanger 20. The refrigerant circulation loop 1 releases the heat absorbed by the fifth heat exchanger 20 through the fourth heat exchanger 19 to the high-temperature antifreeze loop. The high-temperature antifreeze flows through the first heat exchanger 6, where it is heated by forced convection from the blower 8, heating the passenger compartment air supply.

[0085] Based on the above embodiment, taking a ten-way valve as an example, the ten-way valve includes a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. In the passenger compartment heating mode, the first interface and the second interface of the eight-way valve are connected, the third interface and the fourth interface are connected, the fifth interface and the sixth interface are connected, and the seventh interface and the eighth interface are connected. In the flow circuit of the high-temperature antifreeze liquid, the high-temperature antifreeze liquid can sequentially pass through the first interface of the ten-way valve, the fourth heat exchanger 19, the third interface of the ten-way valve, the fourth interface of the ten-way valve, the first heat exchanger 6, the second interface of the eight-way valve, and the first interface of the ten-way valve. In the flow circuit of the low-temperature antifreeze liquid, the low-temperature antifreeze liquid can sequentially pass through the fifth interface of the ten-way valve, the fifth heat exchanger 20, the seventh interface of the ten-way valve, the eighth interface of the ten-way valve, the third heat exchanger 18, the electric drive 17, the sixth interface of the ten-way valve, and the fifth interface of the ten-way valve. In the low-temperature antifreeze flow loop, the antifreeze, passing through the third heat exchanger 18 and the cooling fan 15, absorbs heat from the ambient air. If the electric drive 17 has excess heat, the low-temperature antifreeze also absorbs this heat and transfers it to the fifth heat exchanger 20. The refrigerant circulation loop 1 releases the heat absorbed by the fifth heat exchanger 20 to the high-temperature antifreeze loop via the fourth heat exchanger 19. The high-temperature antifreeze flows through the first heat exchanger 6, where it is heated by forced convection from the blower 8, heating the passenger compartment air supply.

[0086] Based on the above embodiment, taking the ten-way valve as an example, when in battery heating mode, the first interface of the ten-way valve is connected to the tenth interface, the third interface is connected to the ninth interface, the fifth interface is connected to the sixth interface, the seventh interface is connected to the eighth interface, and the ninth interface is connected to the tenth interface. High-temperature antifreeze can pass through the first interface of the ten-way valve, the fourth heat exchanger 19, the third interface of the ten-way valve, the ninth interface of the ten-way valve, the first three-way valve 4, the battery 11, the second three-way valve 13, the tenth interface of the ten-way valve, and the first interface of the ten-way valve in sequence. In the flow circuit of low-temperature antifreeze, the low-temperature antifreeze can pass through the fifth interface of the ten-way valve, the fifth heat exchanger 20, the seventh interface of the ten-way valve, the eighth interface of the ten-way valve, the third heat exchanger 18, the electric drive 17, the sixth interface of the ten-way valve, and the fifth interface of the ten-way valve in sequence. In the low-temperature antifreeze fluid flow loop, it absorbs heat from the ambient air at the third heat exchanger 18. As it passes through the electric drive 17, it absorbs waste heat generated by the electric drive 17. This heat is then transferred to the refrigerant circulation loop 1 by exchanging heat with the refrigerant in the fifth heat exchanger 20. The refrigerant in the fourth heat exchanger 19 of the refrigerant circulation loop 1 then exchanges heat with the high-temperature antifreeze fluid circuit, transferring the heat to the battery 11 for heating.

[0087] The multi-way valve 2 is an eleven-way valve 30. The eleven-way valve 30 includes eleven interconnected ports. By switching the flow pattern of the high-temperature antifreeze fluid circuit and the low-temperature antifreeze fluid circuit through the eleven-way valve 30, thermal management functions can be implemented in multiple scenarios.

[0088] For example, Figure 3 This is a schematic diagram of the various communication modes of an eleven-way valve provided in one embodiment of the present invention. The eleven-way valve 30 includes interface A, interface B, interface C, interface D, interface E, interface F, interface G, interface H, interface I, interface J, and interface K. The eleven-way valve 30 can include 12 communication modes through different flow channel combinations, namely V1 (AH-DG-EF-JK), V2 (AB-CK-FJ-GH), V3 (AB-CK-FJ-GI), V4 (AD-EK-FJ-GI), V5 (AD-EK-FJ-GH), V6 (AB-CI-DG-EF-JK), V7 (AB-CH-DG-EF-JK), V8 (AB-CK-DJ-EF-GI), V9 (AB-CK-DJ-EF-GH), V10 (AB-CD-EK-FJ-GH), V11 (AB-CD-EK-FJ-GI), and V12 (AB-CH-DG-EF-JK).

[0089] On the basis of the above embodiments, based on the eleven-way valve 30 switching the flow pattern of the antifreeze circuit, thermal management function modes in 10 scenarios can be realized, including: M1 passenger compartment cooling mode, M2 passenger compartment heating mode, M3 battery cooling mode, M4 battery heating mode, M5 passenger compartment dehumidification mode, M6 electric drive cooling mode, M7 passenger compartment cooling + battery cooling mode, M8 passenger compartment heating + battery cooling mode, M9 passenger compartment heating + battery heating mode, M10 passenger compartment dehumidification + battery cooling mode.

[0090] In one example, Figure 4 A schematic diagram of a passenger compartment cooling system according to an embodiment of the present invention is provided. Figure 3 、 Figure 4In the M1 passenger compartment cooling mode, the communication mode of the eleven-way valve 30 is V1. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow circuit, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the second heat exchanger 7, port E of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0091] At this point, in the high-temperature antifreeze loop, the heat absorbed by the refrigerant in the fifth heat exchanger 20 is transferred to the fourth heat exchanger 19 by the compressor 21. The second water pump 25 causes the antifreeze to flow through the fourth heat exchanger 19, removing the refrigerant's heat. At the third heat exchanger 18, the airflow generated by the cooling fan 15 dissipates heat from the heat-carrying antifreeze, thereby lowering the temperature of the high-temperature antifreeze loop. Furthermore, the electric drive 17 in the high-temperature antifreeze loop also generates a certain amount of heat. The second temperature sensor 16 monitors the temperature of the antifreeze entering the electric drive 17 to ensure that it is cooled. Therefore, the third heat exchanger 18 and the cooling fan 15 meet the heat dissipation requirements of the refrigerant circulation loop 1, both from the passenger compartment thermal management unit 5 and from the electric drive thermal management unit 14. In the low-temperature antifreeze loop, the blower 8 exchanges heat between the passenger compartment supply air and the low-temperature antifreeze in the second heat exchanger 7, lowering the passenger compartment supply air temperature and achieving passenger compartment cooling. The heat absorbed by the antifreeze in the second heat exchanger 7 is sent to the fifth heat exchanger 20 through the third water pump 28. The low-temperature and low-pressure refrigerant absorbs the heat of the antifreeze, lowering the temperature of the antifreeze, and returns to the second heat exchanger 7 to cool the supply air flowing through the second heat exchanger 7. The fourth temperature sensor 29 can monitor and control the temperature of the antifreeze entering the second heat exchanger 7, so that the air outlet temperature of the passenger compartment can be adjusted according to comfort requirements.

[0092] In one example, Figure 5 A schematic diagram of a passenger compartment heating system according to an embodiment of the present invention is provided. Figure 3 、 Figure 5In the first case of the M2 passenger compartment heating mode, the communication mode of the eleven-way valve 30 is V2. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow loop, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0093] At this time, the first scenario in the M2 passenger compartment heating mode applies to situations with higher ambient temperatures. In the low-temperature antifreeze flow loop, the antifreeze passing through the third heat exchanger 18 and cooling fan 15 absorbs heat from the ambient air. If the electric drive 17 has excess heat, the low-temperature antifreeze also absorbs this heat and, under the action of the circulating third water pump 28, transfers the excess heat to the fifth heat exchanger 20. The refrigerant circulation loop 1 releases the heat absorbed by the fifth heat exchanger 20 through the fourth heat exchanger 19 to the high-temperature antifreeze loop. Under the action of the second water pump 25, the high-temperature antifreeze flows through the first heat exchanger 6. Through forced convection heat transfer by the blower 8, the passenger compartment supply air is heated by the first heat exchanger 6, thereby achieving a passenger compartment heating effect.

[0094] In one example, Figure 6 This is a schematic diagram of another passenger compartment heating system implementation scheme provided by an embodiment of the present invention, combined with Figure 3 、 Figure 6 In the second case of the M3 passenger compartment heating mode, the communication mode of the eleven-way valve 30 is V3. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the heater 26 (optional), the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow loop, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0095] At this time, the second scenario in the M2 passenger compartment heating mode applies to scenarios where the electric drive 17 generates a large amount of heat or the ambient temperature is low. Compared to the first scenario, the second scenario in the M2 passenger compartment heating mode bypasses the third heat exchanger 18. The heat absorbed by the low-temperature antifreeze circuit primarily comes from the heat generated by the electric drive 17. The second temperature sensor 16 or 21 can be used to monitor the waste heat of the electric drive 17, thereby determining the switchover between the first and second passenger compartment heating thermal management system principles. In the second passenger compartment heating thermal management system mode, when the heat generated by the electric drive 17 cannot meet the passenger compartment heating thermal comfort requirements, the heater 26 can be activated to supplement the heat of the high-temperature antifreeze circuit. The third temperature sensor 27 can monitor the temperature of the antifreeze flowing into the first heat exchanger 6, thereby controlling the start and stop and power level of the heater 26 to maintain a comfortable air outlet temperature in the passenger compartment.

[0096] In one example, Figure 7 A schematic diagram of a system implementation scheme in a battery cooling mode provided by an embodiment of the present invention, combined with Figure 3 、 Figure 7 In M3 battery cooling mode, the thermal management system principle is as follows Figure 6 As shown, the communication mode of the eleven-way valve 30 is V1. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow loop, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0097] At this point, the M3 battery cooling mode is similar to the M1 passenger compartment cooling mode, except that in the low-temperature antifreeze fluid flow circuit, the low-temperature antifreeze fluid at outlet D of the 21-way valve 30 passes through the first three-way valve 4 and flows into the battery thermal management unit 9. The cooling target is now the battery 11 of M3, not the second heat exchanger 7 of M1. The first temperature sensor 10 monitors the temperature of the antifreeze fluid flowing into the battery 11, helping to precisely control the temperature of the antifreeze fluid flowing into the battery 11 and achieve efficient cooling. Furthermore, when the cooling demand for the battery 11 is low and the first temperature sensor 10 detects an appropriate low-temperature antifreeze fluid temperature, the second three-way valve 13 can be switched on and off to form a self-circulating battery cooling circuit. This circuit, which connects the battery 11 sequentially through the first water pump 12, the second three-way valve 13, and the first temperature sensor 10, can reduce the temperature of the battery 11 to a certain extent or maintain a relatively stable temperature.

[0098] In one example, Figure 8 A schematic diagram of a battery heating system according to an embodiment of the present invention is provided. Figure 3 、 Figure 8 In the first case of the M4 battery heating mode, the communication mode of the eleven-way valve 30 is V4. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow loop, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0099] At this time, the first battery heating situation is applicable to scenarios with higher ambient temperatures. In the flow loop of the low-temperature antifreeze, the low-temperature antifreeze absorbs heat from the ambient air at the third heat exchanger 18, and absorbs the waste heat generated by the electric drive 17 when passing through the electric drive 17. It then exchanges heat with the refrigerant in the fifth heat exchanger 20 and transfers the heat to the refrigerant circulation loop 1. The refrigerant in the fourth heat exchanger 19 in the refrigerant circulation loop 1 then exchanges heat with the high-temperature antifreeze loop, and transfers the heat to the battery 11 for heating through the second water pump 25 and the first water pump 12. The third temperature sensor 27 or 10 can monitor the temperature of the antifreeze that heats the battery 11 to ensure the heating effect of the battery 11.

[0100] In one example, Figure 9This is a schematic diagram of another battery heating system implementation provided by an embodiment of the present invention, combined with Figure 3 、 Figure 9 In the second case of the M4 battery heating mode, the communication mode of the eleven-way valve 30 is V5. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the heater 26 (optional), the third temperature sensor 27, port A of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow loop, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0101] Compared to the first battery heating scenario, the second battery heating scenario is suitable for scenarios with lower ambient temperatures or high residual heat from the electric drive 17. In these scenarios, it is more difficult to absorb heat from the ambient air. Therefore, the low-temperature antifreeze fluid flow loop bypasses the third heat exchanger 18, that is, only the residual heat from the electric drive 17 is used to heat the battery 11. If the residual heat from the electric drive 17 still cannot meet the heating requirements of the battery 11, the heater 26 can be activated to supplement the heat of the high-temperature antifreeze fluid loop, so that the antifreeze fluid temperature at the battery 11 inlet, as monitored by the third temperature sensor 27 or 10, reaches the target value.

[0102] In one example, Figure 10 A schematic diagram of a passenger compartment dehumidification system according to an embodiment of the present invention is provided. Figure 3 、 Figure 10 In the first case of the M5 passenger compartment dehumidification mode, the communication mode of the eleven-way valve 30 is V6. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow circuit, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the second heat exchanger 7, port E of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0103] The first scenario of the first passenger compartment dehumidification heating mode is suitable for scenarios with high ambient temperatures or high heat generation from the electric drive 17. The second heat exchanger 7 in the low-temperature antifreeze circuit absorbs heat from the passenger compartment supply air, cooling and condensing the water vapor in the air, thereby drying the air entering the vehicle. During this process, the fourth temperature sensor 29 is monitored to control the compressor 21 in the vapor compression refrigeration cycle 1, ensuring that the heat exchange rate within the fifth heat exchanger 20 meets the cooling capacity required for condensation at the second heat exchanger 7. After cooling and dehumidifying the supply air through the second heat exchanger 7, the supply air is heated by the first heat exchanger 6 to a temperature that meets the thermal comfort requirements of the passenger compartment. The third temperature sensor 27 is used to control the temperature of the high-temperature antifreeze in the first heat exchanger 6, thereby controlling the supply air temperature after passing through the first heat exchanger 6. The high-temperature antifreeze circuit connects the first heat exchanger 6 in series with the electric drive thermal management unit 14. Therefore, when the ambient temperature is relatively high, the third heat exchanger 18 in the electric drive thermal management unit 14 can dissipate excess heat.

[0104] In one example, Figure 11 This is a schematic diagram of another embodiment of a passenger compartment dehumidification system provided by an embodiment of the present invention, combined with Figure 3 、 Figure 11 In the second case of the M5 passenger compartment dehumidification mode, the communication mode of the eleven-way valve 30 is V7. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the heater 26 (optional), the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow circuit, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the second heat exchanger 7, port E of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0105] The second passenger compartment dehumidification heat management scenario is suitable for scenarios with relatively low ambient temperatures or low heat generation from the electric drive 17. In this scenario, after the air has been cooled and dehumidified by the second heat exchanger 7, a greater amount of heat is required at the first heat exchanger 6 to raise the air to a comfortable supply air temperature. Compared to the first passenger compartment dehumidification heat management system, the second scenario short-circuits the third heat exchanger 18. Therefore, in addition to the heat supplied by the fourth heat exchanger 19, all waste heat from the electric drive 17 is used to compensate for the high-temperature antifreeze circuit. The temperature of the antifreeze flowing into the first heat exchanger 6, as monitored by the third temperature sensor 27, meets the supply air temperature requirement. If the target outlet air temperature is still not reached, the heater 26 can be activated for additional heat.

[0106] In one example, Figure 12 A schematic diagram of an electric drive cooling system according to an embodiment of the present invention is provided. Figure 3 、 Figure 12 When only the electric drive 17 in the vehicle thermal management system requires cooling, the system enters M6 electric drive cooling mode. At this point, the eleven-way valve 30 is in V1 communication mode. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30.

[0107] In M6 electric drive cooling mode, only the electric drive 17 requires heat dissipation; refrigerant circuit 1 is idle. Third heat exchanger 18 dissipates heat generated by the electric drive 17 into the air. During control, the temperature of the antifreeze fluid flowing into the electric drive 17 is monitored by second temperature sensor 16. When the temperature is high, the power of cooling fan 15 is increased, increasing the air velocity through third heat exchanger 18 and, in turn, the heat exchange capacity of third heat exchanger 18. This ensures that the antifreeze fluid temperature monitored by second temperature sensor 16 meets the inlet coolant temperature requirement of the electric drive 17.

[0108] In one example, Figure 13 A schematic diagram of a passenger compartment cooling and battery cooling system according to an embodiment of the present invention, combined with Figure 3 、 Figure 13In the M7 passenger compartment cooling + battery cooling mode, the communication mode of the eleven-way valve 30 is V1. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. In the low-temperature antifreeze flow circuit, the low-temperature antifreeze can sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the second heat exchanger 7, port E of the eleven-way valve 30, and port F of the eleven-way valve 30. Moreover, in the flow loop of the low-temperature antifreeze, the low-temperature antifreeze can also pass through the interface F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, the interface G of the eleven-way valve 30, the interface D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, the interface E of the eleven-way valve 30, and the interface F of the eleven-way valve 30 in sequence.

[0109] The M7 passenger compartment cooling + battery cooling mode is similar to the M1 passenger compartment cooling mode and the M3 battery cooling mode, except that the passenger compartment thermal management unit 5 and the battery thermal management unit 9 are connected in parallel in the low-temperature coolant circuit. Therefore, the compressor 21 must be controlled so that the cooling capacity of the fifth heat exchanger 20 meets the combined cooling requirements of the passenger compartment and battery. The fourth temperature sensor 29 controls the coolant temperature at the inlet of the second heat exchanger 7, while the first temperature sensor 10 controls the coolant temperature at the inlet of the battery 11. Regarding antifreeze flow distribution, the third water pump 28 controls the total flow of low-temperature antifreeze for passenger compartment cooling and battery cooling, while the first water pump 12 controls the flow of low-temperature antifreeze for battery cooling. The second three-way valve 13 proportionally adjusts the coolant flow entering the battery self-circulation circuit. When the antifreeze temperature detected at the first temperature sensor 10 is high, the second three-way valve 13 is controlled to reduce the opening of the battery self-circulation circuit, increasing the flow of low-temperature antifreeze from the fifth heat exchanger 20 to the battery thermal management unit 9.

[0110] In one example, Figure 14 A schematic diagram of a passenger compartment cooling and battery cooling system according to an embodiment of the present invention, combined with Figure 3 、 Figure 14In the first case of the M8 passenger compartment heating + battery cooling mode, the communication mode of eleven-way valve 30 is V8. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of eleven-way valve 30, second water pump 25, fourth heat exchanger 19, third temperature sensor 27, port A of eleven-way valve 30, port B of eleven-way valve 30, first heat exchanger 6, port C of eleven-way valve 30, and port K of eleven-way valve 30. In the flow circuit of the low-temperature antifreeze liquid, the low-temperature antifreeze liquid can pass through the interface F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, the interface G of the eleven-way valve 30, the interface H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, the interface J of the eleven-way valve 30, the interface D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, the interface E of the eleven-way valve 30, and the interface F of the eleven-way valve 30 in sequence.

[0111] The first passenger compartment heating and battery cooling scenario applies to scenarios with relatively high ambient temperatures. In this scenario, the low-temperature antifreeze circuit, flowing from the fifth heat exchanger 20, sequentially absorbs heat from the ambient air, heat generated by the electric drive 17, and heat generated by the battery 11 through the third heat exchanger 18, thereby cooling the battery 11. The low-temperature antifreeze circuit controls the operating power of the cooling fan 15 based on the second temperature and pressure sensor 24 or the fourth temperature sensor 29, and controls the operating power of the first water pump 12 and the third water pump 28 based on the coolant temperature at the battery 11 inlet monitored by the first temperature sensor 10, thereby ensuring that the low-temperature antifreeze circuit meets the battery cooling requirements. Heat absorbed by the low-temperature antifreeze circuit is transferred to the high-temperature antifreeze circuit through the refrigerant circulation circuit 1 and used at the first heat exchanger 6 to heat the passenger compartment supply air. The operating power of the second water pump 25 is controlled based on the third temperature sensor 27, and the speed of the compressor 21 is controlled based on the first temperature and pressure sensor 22, thereby ensuring that the high-temperature antifreeze circuit meets the passenger compartment heating requirements.

[0112] In one example, Figure 15 This is a schematic diagram of another passenger compartment cooling and battery cooling system implementation provided by an embodiment of the present invention, combined with Figure 3 、 Figure 15In the second case of the M8 passenger compartment heating + battery cooling mode, the communication mode of the eleven-way valve 30 is V9. In the high-temperature antifreeze flow circuit, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the heater 26 (optional), the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, and port K of the eleven-way valve 30. In the flow circuit of the low-temperature antifreeze liquid, the low-temperature antifreeze liquid can pass through the interface F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, the interface G of the eleven-way valve 30, the interface I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, the interface J of the eleven-way valve 30, the interface D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, the interface E of the eleven-way valve 30, and the interface F of the eleven-way valve 30 in sequence.

[0113] The second passenger compartment heating and battery cooling scenario is suitable for relatively low ambient temperatures. Unlike the first passenger compartment heating and battery cooling scenario, in the second system, the low-temperature antifreeze fluid circuit short-circuits the third heat exchanger 18, preventing heat transfer from the low-temperature antifreeze circuit to the ambient air at the third heat exchanger 18 in low-temperature environments. Furthermore, if the antifreeze temperature detected by the third temperature sensor 27 in the high-temperature antifreeze circuit is low and insufficient to provide sufficient heat for passenger compartment heating, the water heater can be activated to supplement the heat provided by the high-temperature antifreeze circuit, thereby ensuring optimal passenger compartment heating.

[0114] In one example, Figure 16 A schematic diagram of a passenger compartment heating and battery heating system according to an embodiment of the present invention, combined with Figure 3 、 Figure 16In the first case of the M9 passenger compartment heating + battery heating mode, the communication mode of the eleven-way valve 30 is V10. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port K of the eleven-way valve 30. In the flow circuit of the low-temperature antifreeze liquid, the low-temperature antifreeze liquid can pass through the interface F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, the interface G of the eleven-way valve 30, the interface H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, the interface J of the eleven-way valve 30, and the interface F of the eleven-way valve 30 in sequence.

[0115] The first passenger compartment and battery heating scenario applies to scenarios where heating requirements for the passenger compartment and battery 11 are relatively low. In these situations, the ambient temperature is typically relatively high. The low-temperature antifreeze flow loop can absorb heat from the ambient air through the third heat exchanger 18 and fully utilize the waste heat generated by the electric drive 17 to provide heat to the fifth heat exchanger 20. The high-temperature antifreeze flow loop connects the passenger compartment thermal management unit 5 and the battery thermal management unit 9 in series. By controlling the speed of the compressor 21, the refrigerant temperature of the fourth heat exchanger 19 can be adjusted, thereby adjusting the temperature of the antifreeze at the outlet of the pressure-side heat exchanger 3 and the inlet of the first heat exchanger 6. By controlling the operating power of the first water pump 12 and the second water pump 25, the flow rate of the high-temperature antifreeze for passenger compartment heating and battery heating can be adjusted.

[0116] In one example, Figure 17 This is a schematic diagram of another passenger compartment heating and battery heating system implementation provided by an embodiment of the present invention, combined with Figure 3 、 Figure 17In the second mode (M9 passenger compartment heating + battery heating), the communication mode of the eleven-way valve 30 is V11. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the heater 26 (optional), the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port K of the eleven-way valve 30. In the flow circuit of the low-temperature antifreeze liquid, the low-temperature antifreeze liquid can pass through the interface F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, the interface G of the eleven-way valve 30, the interface I of the eleven-way valve 30, the second temperature sensor 16, the electric drive 17, the interface J of the eleven-way valve 30, and the interface F of the eleven-way valve 30 in sequence.

[0117] The second passenger compartment and battery heating scenario is suitable for scenarios with high heating requirements for the passenger compartment and battery 1. Compared to the first passenger compartment and battery heating scenario, the second scenario allows for short-circuiting of the radiator 14 to reduce heat loss between the antifreeze and the low-temperature ambient air at the third heat exchanger 18 at extremely low ambient temperatures. In the high-temperature antifreeze circuit, the water-heating heat exchanger 19 can be activated and adjusted based on heat demand. When the antifreeze temperature monitored by the third temperature sensor 27 is low, the water-heating heat exchanger 19 is activated to increase the temperature of the antifreeze flowing into the passenger compartment thermal management unit 5 and the battery thermal management unit 9. By adjusting the power of the water-heating heat exchanger 19, the heat supply to the passenger compartment and battery 11 can be precisely controlled to ensure passenger compartment comfort and battery discharge capacity.

[0118] In one example, Figure 18 A schematic diagram of a passenger compartment dehumidification and battery cooling system according to an embodiment of the present invention, combined with Figure 3 、 Figure 18In the M10 passenger compartment dehumidification + battery cooling mode, the communication mode of the eleven-way valve 30 is V12. In the high-temperature antifreeze flow loop, the high-temperature antifreeze can sequentially pass through port K of the eleven-way valve 30, the second water pump 25, the fourth heat exchanger 19, the third temperature sensor 27, port A of the eleven-way valve 30, port B of the eleven-way valve 30, the first heat exchanger 6, port C of the eleven-way valve 30, port H of the eleven-way valve 30, the third heat exchanger 18, the second temperature sensor 16, the electric drive 17, port J of the eleven-way valve 30, and port K of the eleven-way valve 30. During cooling and dehumidification, the antifreeze fluid in the antifreeze flow loop may sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the second heat exchanger 7, port E of the eleven-way valve 30, and port F of the eleven-way valve 30. During cooling of the battery 11, the antifreeze fluid in the antifreeze flow loop may sequentially pass through port F of the eleven-way valve 30, the third water pump 28, the fifth heat exchanger 20, the fourth temperature sensor 29, port G of the eleven-way valve 30, port D of the eleven-way valve 30, the first three-way valve 4, the first temperature sensor 10, the battery 11, the first water pump 12, the second three-way valve 13, port E of the eleven-way valve 30, and port F of the eleven-way valve 30.

[0119] In the M10 passenger compartment dehumidification + battery cooling mode, the low-temperature antifreeze fluid's flow path is similar to that of the M7 passenger compartment cooling + battery cooling mode, with the passenger compartment thermal management unit 5 and the battery thermal management unit 9 connected in parallel. The low-temperature antifreeze fluid is split at the first three-way valve 4, with some flowing through the second heat exchanger 7 to cool and dry the incoming air, and some flowing through the battery 11 to remove heat from the batteries. The high-temperature antifreeze fluid's flow path is similar to the first scenario in the M5 passenger compartment dehumidification mode. The ambient air heat at the third heat exchanger 18, the heat generated by the electric drive 17, and the heating capacity of the fourth heat exchanger 19 are used to heat the supply air at the first heat exchanger 6. This raises the temperature of the air cooled and dehumidified by the second heat exchanger 7 to meet the required comfortable supply air temperature.

[0120] In this embodiment, building on the previous embodiments, the refrigerant circulation circuit is simplified, reducing the refrigerant flow range and leakage risk. Furthermore, based on the concept of a thermal management integrated module, an eleven-way valve is proposed. This reduces the number of water valve components while ensuring the thermal management function of the entire vehicle, thereby simplifying the system piping and reducing heat loss in the antifreeze pipeline. Furthermore, this application helps improve the architecture of electric vehicle thermal management systems based on the environmentally friendly refrigerant propane, providing a feasible solution for adopting the environmentally friendly refrigerant propane in electric vehicle thermal management systems.

[0121] The present invention also provides a vehicle, comprising the vehicle thermal management system in the above embodiment.

[0122] The present invention adopts a vehicle thermal management system, sets a refrigerant circulation circuit, a high-temperature antifreeze flow circuit and a low-temperature antifreeze flow circuit, and switches the flow mode of each antifreeze circuit through a multi-way valve, thereby ensuring the realization of the thermal management function of the entire vehicle, reducing the leakage points of the refrigerant and reducing the heat loss of the pipeline, so as to improve the safety of the vehicle and the energy efficiency of the thermal management system.

[0123] The above embodiments are only preferred embodiments for fully illustrating the present invention, and the protection scope of the present invention is not limited thereto. Any equivalent substitution or modification made by those skilled in the art based on the present invention is within the protection scope of the present invention.

Claims

1. A vehicle thermal management system, characterized in that: The vehicle thermal management system comprises a refrigerant circulation circuit (1), a multi-way valve (2), and at least one thermal management unit (3); the multi-way valve (2) comprises a plurality of interfaces connected in pairs; The first heat exchange outlet of the refrigerant circulation circuit (1) is connected to one end of the thermal management unit (3) through the multiple interfaces, and the other end of the thermal management unit (3) is connected to the first heat exchange inlet of the refrigerant circulation circuit (1) through the multiple interfaces, so that the high-temperature antifreeze liquid and the refrigerant circulated by the refrigerant circulation circuit (1) exchange heat, so as to realize the cooling mode or heating mode of the thermal management unit (3); The second heat exchange outlet of the refrigerant circulation circuit (1) is connected to one end of the thermal management unit (3) through the multiple interfaces, and the other end of the thermal management unit (3) is connected to the second heat exchange inlet of the refrigerant circulation circuit (1) through the multiple interfaces, so that the low-temperature antifreeze liquid and the refrigerant exchange heat to realize the cooling mode of the thermal management unit (3).

2. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further comprises a first three-way valve (4); the at least one thermal management unit (3) comprises a passenger compartment thermal management unit (5); The multiple interfaces are in communication with a first end of the first three-way valve (4), a second end of the first three-way valve (4) is in communication with one end of the passenger compartment thermal management unit (5), and the other end of the passenger compartment thermal management unit (5) is in communication with the multiple interfaces.

3. The vehicle thermal management system according to claim 2, characterized in that: The passenger compartment thermal management unit (5) includes a first heat exchanger (6), a second heat exchanger (7) and a blower (8); The multiple interfaces are in communication with one end of the first heat exchanger (6), and the other end of the first heat exchanger (6) is in communication with the multiple interfaces; The second end of the first three-way valve (4) is in communication with one end of the second heat exchanger (7); the other end of the second heat exchanger (7) is in communication with the multiple interfaces; The blower (8) is used to deliver air to cool or heat the passenger compartment.

4. The vehicle thermal management system according to claim 2, characterized in that: The at least one thermal management unit (3) further comprises a battery thermal management unit (9); The third end of the first three-way valve (4) is in communication with one end of the battery thermal management unit (9); the other end of the battery thermal management unit (9) is in communication with the multiple interfaces.

5. The vehicle thermal management system according to claim 4, characterized in that: The battery thermal management unit (9) further includes a first temperature sensor (10), a battery (11), a first water pump (12) and a second three-way valve (13); The third end of the first three-way valve (4) is connected to one end of the battery (11) through the first temperature sensor (10); the other end of the battery (11) is connected to the first end of the second three-way valve (13) through the first water pump (12); the second end of the second three-way valve (13) is connected to the multiple interfaces; and the third end of the second three-way valve (13) is connected to one end of the battery (11) through the first temperature sensor (10).

6. The vehicle thermal management system according to claim 1, characterized in that: The at least one thermal management unit (3) further comprises an electric drive thermal management unit (14); The multiple interfaces of the multi-way valve (2) are in communication with one end of the electric drive thermal management unit (14); and the other end of the electric drive thermal management unit (14) is in communication with the multiple interfaces.

7. The vehicle thermal management system according to claim 6, characterized in that: The electric drive thermal management unit (14) includes a cooling fan (15), a second temperature sensor (16), an electric drive (17) and a third heat exchanger (18); The multiple interfaces are in communication with one end of the third heat exchanger (18); the other end of the third heat exchanger (18) is in communication with one end of the electric drive (17) via the second temperature sensor (16); the other end of the third heat exchanger (18) is also in communication with the multiple interfaces; the other end of the electric drive (17) is in communication with the multiple interfaces; The cooling fan (15) is used to cool the high-temperature antifreeze liquid in the third heat exchanger (18), so that the cooled high-temperature antifreeze liquid cools the electric drive (17).

8. The vehicle thermal management system according to claim 1, characterized in that: The refrigerant circulation circuit (1) includes a fourth heat exchanger (19), a fifth heat exchanger (20) and a compressor (21); The outlet of the compressor (21) is in communication with the first inlet of the fourth heat exchanger (19); the first outlet of the fourth heat exchanger (19) is in communication with the first inlet of the fifth heat exchanger (20); and the first outlet of the fifth heat exchanger (20) is in communication with the inlet of the compressor (21); The second outlet of the fourth heat exchanger (19) is connected to one end of the thermal management unit (3) through the multiple interfaces, and the other end of the thermal management unit (3) is connected to the second inlet of the fourth heat exchanger (19) through the multiple interfaces; The second outlet of the fifth heat exchanger (20) is connected to one end of the thermal management unit (3) through the multiple interfaces, and the other end of the thermal management unit (3) is connected to the second inlet of the fifth heat exchanger (20) through the multiple interfaces.

9. The vehicle thermal management system according to claim 8, characterized in that: The refrigerant circulation circuit (1) further includes a first temperature and pressure sensor (22), an expansion valve (23), and a second temperature and pressure sensor (24); The outlet of the compressor (21) is connected to the first inlet of the fourth heat exchanger (19) through the first temperature and pressure sensor (22), the first outlet of the fourth heat exchanger (19) is connected to the first inlet of the fifth heat exchanger (20) through the expansion valve (23), and the first outlet of the fifth heat exchanger (20) is connected to the inlet of the compressor (21) through the second temperature and pressure sensor (24).

10. The vehicle thermal management system according to claim 1, characterized in that: The vehicle thermal management system further includes a second water pump (25), a heater (26) and a third temperature sensor (27); The first heat exchange outlet of the refrigerant circulation circuit (1) is in communication with one end of the heater (26); the other end of the heater (26) is in communication with the multiple interfaces via the third temperature sensor (27); The multiple interfaces are connected to the first heat exchange inlet of the refrigerant circulation circuit (1) through the second water pump (25).

11. The vehicle thermal management system according to any one of claims 1 to 10, characterized in that: The vehicle thermal management system further includes a third water pump (28) and a fourth temperature sensor (29); The second heat exchange outlet of the refrigerant circulation circuit (1) is in communication with the plurality of interfaces via the fourth temperature sensor (29); The multiple interfaces are connected to the second heat exchange inlet of the refrigerant circulation circuit (1) through the third water pump (28).

12. The vehicle thermal management system according to any one of claims 1 to 10, characterized in that: The multi-way valve (2) is an eight-way valve, a ten-way valve or a twelve-way valve.

13. The vehicle thermal management system according to any one of claims 1 to 10, characterized in that: The multi-way valve (2) is an eleven-way valve (30).

14. A vehicle, characterized in that: The vehicle comprises the vehicle thermal management system according to any one of claims 1-13.

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