Secondary loop thermal management system and vehicle

Abstract

The invention discloses a secondary loop heat management system and a vehicle, the secondary loop heat management system comprises a refrigerant loop, a plurality of water cooling loops and a controller, one part of the plurality of water cooling loops is connected to a first multi-way valve, and the other part of the plurality of water cooling loops is connected to a second multi-way valve; a plurality of channels are formed in the first multi-way valve and the second multi-way valve, each channel communicates with the input end and the output end of the water cooling loop, part of the water cooling loop exchanges heat with the refrigerant loop, and the water cooling loop is used for controlling the temperature of the vehicle; and the controller is in control connection with the first multi-way valve and the second multi-way valve and is used for controlling the on-off of the plurality of channels, so that the thermal management system has a plurality of working modes. According to the technical scheme, the controller and the multi-way valve are used for regulating and controlling the on-off of the multiple water cooling loops, the flow path of the heat management system can be simplified, and the cost is reduced.

Description

Technical Field

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

[0002] Thermal management systems for new energy vehicles are becoming increasingly complex. With the introduction of flammable refrigerants like propane, the refrigerant-side system must be as simple and compact as possible, while also ensuring the safety of flammable refrigerants. Therefore, new energy vehicles typically employ secondary thermal management systems. Previously, these systems typically employed independent temperature control and cooling systems for the battery pack, electric drive, and cabin. This resulted in complex and costly thermal management systems with numerous flow paths. Summary of the Invention

[0003] The main purpose of the present invention is to provide a secondary circuit thermal management system, aiming to simplify the flow path of the thermal management system and reduce costs.

[0004] To achieve the above objectives, the present invention proposes a secondary circuit thermal management system, which is applied to a vehicle. The secondary circuit thermal management system includes:

[0005] refrigerant circuit;

[0006] a plurality of water cooling circuits, wherein a portion of the plurality of water cooling circuits is connected to a first multi-way valve and another portion is connected to a second multi-way valve, the first multi-way valve and the second multi-way valve are provided with a plurality of channels, each of the channels being connected to an input end and an output end of the water cooling circuit, a portion of the water cooling circuits exchanging heat with the refrigerant circuit, and the water cooling circuits are used to control the temperature of the vehicle; and

[0007] A controller is connected to the first multi-way valve and the second multi-way valve for controlling the opening and closing of the plurality of channels so that the thermal management system has a plurality of working modes.

[0008] Optionally, the multiple water cooling circuits include an in-cabin heat exchange circuit and a battery temperature control circuit, the in-cabin heat exchange circuit is provided with an in-cabin heat exchanger, the battery temperature control circuit flows through the battery system of the vehicle, and the first multi-way valve can control the connection mode between the in-cabin heat exchange circuit and the battery temperature control circuit.

[0009] Optionally, the cabin heat exchange circuit is provided with a first pump body, a condenser of the refrigerant circuit and the cabin heat exchanger in series, and the cabin heat exchanger is connected to the downstream of the condenser through the first multi-way valve.

[0010] Optionally, the battery temperature control circuit is provided with a second pump body and an evaporator of the refrigerant circuit in series, and downstream of the evaporator, the battery temperature control circuit flows through the battery system.

[0011] Optionally, the cabin heat exchanger includes a first cabin heat exchanger and a second cabin heat exchanger. In one working mode, the input end of the first cabin heat exchanger is connected to the output end of the evaporator through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the second cabin heat exchanger through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the evaporator through the first multi-way valve.

[0012] Optionally, in one of the working modes, the input end of the first cabin heat exchanger is connected to the output end of the condenser through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the second cabin heat exchanger through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the condenser through the first multi-way valve.

[0013] Optionally, in one of the working modes, the input end of the first cabin heat exchanger is connected to the output end of the condenser through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the second cabin heat exchanger through the first multi-way valve, the output end of the second cabin heat exchanger is connected to the input end of the evaporator through the first multi-way valve, and the output end of the evaporator is connected to the input end of the condenser.

[0014] Optionally, in one of the working modes, the input end of the first cabin heat exchanger is connected to the output end of the condenser through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the condenser through the first multi-way valve, the input end of the second cabin heat exchanger is connected to the output end of the evaporator through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the evaporator through the first multi-way valve.

[0015] Optionally, the multiple water cooling circuits also include an electric drive temperature control circuit, which flows through the vehicle's electric drive system. The second multi-way valve can control the connectivity between the electric drive temperature control circuit, the cabin heat exchange circuit, and the battery temperature control circuit.

[0016] Optionally, the electric drive temperature control loop is provided with a third pump body and an offboard heat exchanger in series, and downstream of the offboard heat exchanger, the electric drive temperature control loop flows through the electric drive system of the vehicle.

[0017] Optionally, in one of the working modes, the output end of the electric drive temperature control circuit is connected to the input end of the condenser through the second multi-way valve, and the input end of the electric drive temperature control circuit is connected to the output end of the condenser through the second multi-way valve.

[0018] Optionally, in one of the working modes, the output end of the electric drive temperature control circuit is connected to the input end of the evaporator through the second multi-way valve, and the input end of the electric drive temperature control circuit is connected to the output end of the evaporator through the second multi-way valve.

[0019] Optionally, in one of the working modes, the input end and the output end of the electric drive temperature control circuit are connected through the second multi-way valve.

[0020] Optionally, there is a first branch and a second branch downstream of the offboard heat exchanger, the first branch and the second branch are connected in parallel between the offboard heat exchanger and the second multi-way valve, the first branch flows through the electric drive system and is provided with the third pump body; in one working mode, the offboard heat exchanger and the first branch are connected in series to form the electric drive temperature control circuit, or the offboard heat exchanger and the second branch are connected in series to form the electric drive temperature control circuit, or the first branch and the second branch are connected in series to form the electric drive temperature control circuit.

[0021] Optionally, the battery temperature control circuit includes a main circuit and a branch circuit, at least two of the branch circuits are connected in parallel between the first multi-way valve and the second multi-way valve, the second pump body and the evaporator are arranged in the main circuit, and at least one of the branch circuits flows through the battery system.

[0022] Optionally, at least two of the branches include a first branch and a second branch whose output ends are connected and both are connected to the second multi-way valve, the first branch circulates the battery system, and the battery temperature control circuit is further provided with a fourth multi-way valve, the output end of the evaporator is connected to the input end of the fourth multi-way valve, one output end of the fourth multi-way valve is connected to the input end of the first branch, and the other output end of the fourth multi-way valve is connected to the input end of the second branch through the first multi-way valve.

[0023] Optionally, the cabin heat exchange circuit is further provided with a third multi-way valve, and the output end of the condenser can be selectively connected to the first multi-way valve and / or the second multi-way valve through the third multi-way valve.

[0024] Optionally, the refrigerant circuit is provided with a compressor, a condenser and an evaporator in series, and the refrigerant circuit is divided into a main circulation circuit and a bypass circuit. The main circulation circuit and the bypass circuit are connected in parallel to the compressor, and the condenser and the evaporator are connected in series to the main circulation circuit in sequence.

[0025] Optionally, the main circulation loop is further provided with a subcooler and a liquid reservoir, the liquid reservoir and the subcooler are sequentially arranged between the condenser and the evaporator, and the condenser and the subcooler are arranged in at least the same water-cooling loop.

[0026] Optionally, the main circulation loop is further provided with a first throttle valve, and the first throttle valve is connected between the condenser and the evaporator.

[0027] Optionally, a second throttle valve is provided on the bypass circuit.

[0028] The present invention also provides a vehicle including the aforementioned secondary circuit thermal management system.

[0029] The technical solution of the present invention is to merge multiple water cooling circuits into a first multi-way valve and a second multi-way valve, and use a controller to control the interface connectivity between the first multi-way valve and the multiple water cooling circuits, and the interface connectivity between the second multi-way valve and the multiple water cooling circuits, so as to adjust the connectivity between the multiple water cooling circuits, and combine the condenser and evaporator of the refrigerant circuit to perform heat exchange for two different water cooling circuits respectively, so as to enable the water cooling circuit to operate continuously to control the temperature of the corresponding functional system of the vehicle, and can change the temperature control purpose of one or more water cooling circuits under the regulation of the first multi-way valve and the second multi-way valve, so that the thermal management system has multiple working modes, thereby avoiding the setting of multiple independent water cooling circuits due to the temperature control of multiple functional systems of the vehicle, simplifying the flow path layout of the vehicle's thermal management system, and reducing the design and manufacturing costs of the thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0031] Figure 1 This is a schematic structural diagram of a coolant circuit according to an embodiment of a secondary circuit thermal management system of the present invention;

[0032] Figure 2 for Figure 1 A schematic diagram of the first multi-way valve of the illustrated embodiment in its first communication mode;

[0033] Figure 3 for Figure 1 A schematic diagram of the first multi-way valve of the illustrated embodiment in its second communication mode;

[0034] Figure 4 for Figure 1 A schematic diagram of the first multi-way valve of the illustrated embodiment in its third communication mode;

[0035] Figure 5 for Figure 1A schematic diagram of the first multi-way valve of the illustrated embodiment in its fourth communication mode;

[0036] Figure 6 for Figure 1 A schematic diagram of the second multi-way valve of the illustrated embodiment in its first communication mode;

[0037] Figure 7 for Figure 1 A schematic diagram of the second multi-way valve of the illustrated embodiment in its second communication mode;

[0038] Figure 8 for Figure 1 A schematic diagram of the second multi-way valve of the illustrated embodiment in its third communication mode;

[0039] Figure 9 for Figure 1 A schematic diagram of the second multi-way valve of the illustrated embodiment in its fourth communication mode;

[0040] Figure 10 for Figure 1 A schematic diagram of a first working mode of the illustrated embodiment;

[0041] Figure 11 for Figure 1 A schematic diagram of a second operating mode of the illustrated embodiment;

[0042] Figure 12 for Figure 1 A schematic diagram of a third operating mode of the illustrated embodiment;

[0043] Figure 13 for Figure 1 A schematic diagram of a fourth operating mode of the illustrated embodiment;

[0044] Figure 14 for Figure 1 A schematic diagram of a fifth operating mode of the illustrated embodiment;

[0045] Figure 15 for Figure 1 a schematic diagram of a sixth operating mode of the illustrated embodiment;

[0046] Figure 16 for Figure 1 A schematic diagram of a seventh operating mode of the illustrated embodiment;

[0047] Figure 17 for Figure 1 A schematic diagram of an eighth operating mode of the illustrated embodiment;

[0048] Figure 18 for Figure 1 A schematic diagram of a ninth working mode of the illustrated embodiment;

[0049] Figure 19for Figure 1 A schematic diagram of a tenth working mode of the illustrated embodiment;

[0050] Figure 20 for Figure 1 a schematic diagram of the eleventh working mode of the illustrated embodiment;

[0051] Figure 21 for Figure 1 a schematic diagram of a twelfth operating mode of the illustrated embodiment;

[0052] Figure 22 for Figure 1 a schematic diagram of a thirteenth working mode of the illustrated embodiment;

[0053] Figure 23 for Figure 1 A schematic diagram of a fourteenth working mode of the illustrated embodiment;

[0054] Figure 24 for Figure 1 A schematic diagram of a fifteenth operating mode of the illustrated embodiment;

[0055] Figure 25 for Figure 1 Schematic diagram of the sixteenth working mode of the illustrated embodiment.

[0056] Description of Figure Numbers:

[0057]

[0058]

[0059] The purpose, features and advantages of the present invention will be further described with reference to the accompanying drawings and in conjunction with the embodiments. DETAILED DESCRIPTION

[0060] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0061] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0062] In the present invention, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will be able to understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0063] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present invention, the descriptions of "first", "second", etc. are only for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the meaning of "and / or" appearing throughout the text includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme in which A and B are satisfied at the same time. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0064] The present invention proposes a secondary circuit thermal management system for use in a vehicle. The vehicle typically includes a passenger compartment, a battery system, and an electric drive system. The secondary circuit thermal management system can regulate the air inside the passenger compartment, for example, to achieve functions such as heating, cooling, and dehumidification of the passenger compartment, and can also regulate and control the temperature of the battery system and the electric drive system.

[0065] Please refer to Figure 1 In one embodiment of the present invention, the secondary circuit thermal management system includes:

[0066] refrigerant circuit;

[0067] Multiple water cooling circuits, a portion of which is connected to the first multi-way valve 10 and another portion is connected to the second multi-way valve 20, the first multi-way valve 10 and the second multi-way valve 20 are provided with multiple channels, each channel being connected to the input and output ends of the water cooling circuit, and a portion of the water cooling circuit performs heat exchange with the refrigerant circuit, and the water cooling circuit is used to control the temperature of the vehicle; and

[0068] The controller (not shown in the drawings) is connected to the first multi-way valve 10 and the second multi-way valve 20 and is used to control the on and off of multiple channels so that the thermal management system has multiple working modes.

[0069] The technical solution of the present invention is to converge multiple water cooling circuits at a first multi-way valve 10 and a second multi-way valve 20, and use a controller to control the interface connectivity between the first multi-way valve 10 and the multiple water cooling circuits, and the interface connectivity between the second multi-way valve 20 and the multiple water cooling circuits, so as to adjust the connectivity relationship between the multiple water cooling circuits, and combine the condenser 103 and the evaporator 104 of the refrigerant circuit to perform heat exchange for two different water cooling circuits respectively, so as to enable the water cooling circuit to operate continuously to control the temperature of the corresponding functional system of the vehicle, and to change the temperature control purpose of one or more water cooling circuits under the regulation of the first multi-way valve 10 and the second multi-way valve 20, so that the thermal management system has multiple working modes, thereby avoiding the setting of multiple independent water cooling circuits due to the temperature control of multiple functional systems of the vehicle, simplifying the flow path layout of the vehicle's thermal management system, and reducing the design and manufacturing costs of the thermal management system.

[0070] The functional systems of the vehicle may be a battery system 110, a temperature control system or a dehumidification system in the passenger compartment, an electric drive system 111 formed by a motor system and a vehicle system, etc. For example, please refer to Figure 1 In one embodiment, the multiple water cooling circuits include an in-cabin heat exchange circuit 901 and a battery temperature control circuit 902. In-cabin heat exchange circuit 901 is equipped with an in-cabin heat exchanger, while battery temperature control circuit 902 flows through the vehicle's battery system 110. A first multi-way valve 10 controls the connection between in-cabin heat exchange circuit 901 and battery temperature control circuit 902. Thus, through the first multi-way valve 10, the water cooling circuit flowing through the condenser 103 or evaporator 104 can be used to control both the temperature and humidity in the passenger compartment and the temperature of the battery system 110.

[0071] It should be noted that the cabin heat exchanger can be used in the air conditioning air duct in the passenger compartment to regulate the overall temperature and humidity in the passenger compartment, and can also be used in the seat position of the passenger compartment to achieve temperature control of the seats and improve the comfort of the driver and passengers.

[0072] Please refer to Figure 1 In this embodiment, the multiple water cooling circuits optionally include an electric drive temperature control circuit 903. Electric drive temperature control circuit 903 flows through the vehicle's electric drive system 111. The second multi-way valve 20 controls the connectivity between electric drive temperature control circuit 903, the cabin heat exchange circuit 901, and the battery temperature control circuit 902. In this way, the thermal management system can also be used to control the temperature of the electric drive system 111.

[0073] It can be understood that the present invention uses a controller to control the first multi-way valve 10 and the second multi-way valve 20, so that the thermal management system has multiple working modes, so that the various functional systems of the vehicle can reach a good operating state, ensure the driving and riding comfort of the driver and passengers, and also ensure the stable and reliable operation of the vehicle.

[0074] Of course, for functional systems of the vehicle not listed above, the water cooling circuit in the present invention can also perform temperature regulation or humidity regulation on them, or, the above multiple water cooling circuits can be connected in series or in parallel, so that one water cooling circuit can achieve heat dissipation, cooling or dehumidification effects by utilizing the components of another water cooling circuit while performing heat exchange with the refrigerant circuit, thereby improving the functional integration of the thermal management system, further simplifying the system flow path and reducing costs.

[0075] It should be noted that the input and output ends referred to in the present invention are the inlet and outlet of the corresponding pipeline for the refrigerant in the refrigerant circuit or the water-cooling liquid in the water-cooling circuit. They are not fixed interfaces, but will vary depending on the specific direction of the flow path, with the upstream interface being the input end and the downstream interface being the output end. In particular, with respect to the relationship between the water-cooling circuit and the first multi-way valve 10 (or the second multi-way valve 20), the input and output ends are expressed as the inlet and outlet of the water-cooling circuit on the first multi-way valve 10 (or the second multi-way valve 20).

[0076] Please refer to Figure 1 In one embodiment, the refrigerant circuit is provided with a compressor 201, a condenser 103 and an evaporator 104 in series, and the refrigerant circuit is divided into a main circulation circuit and a bypass circuit. The main circulation circuit and the bypass circuit are connected in parallel to the compressor 201, and the condenser 103 and the evaporator 104 are connected in series to the main circulation circuit in sequence.

[0077] It should be noted that the refrigerant in the bypass loop and the main circulation loop flows in the same direction, both flowing in from the same end of the compressor 201 and flowing out from the other end of the compressor 201. In this way, under the action of the bypass loop, the temperature difference between the input and output ends of the compressor 201 can be reduced. At the same time, the gaseous phase of the bypass loop and the liquid phase of the main circulation loop simultaneously enter the inlet end of the compressor 201, thereby reducing the liquid rush to the compressor 201, thereby improving the energy efficiency of the compressor 201 and ensuring the stability and reliability of the refrigerant circuit operation. Of course, in other embodiments, only the main circulation loop can be set.

[0078] In this embodiment, the main circulation loop optionally further includes a subcooler 105 and a liquid reservoir 204. The liquid reservoir 204 and the subcooler 105 are sequentially arranged between the condenser 103 and the evaporator 104. The condenser 103 and the subcooler 105 are arranged in at least the same water cooling circuit. It can be understood that in this embodiment, the cabin heat exchange circuit 901 flows through both the condenser 103 and the subcooler 105, and the subcooler 105 is located downstream of the condenser 103. After passing through the condenser 103, the temperature of the refrigerant decreases, and it is easy to be mixed with liquid phase. After being filtered by the liquid reservoir 204, the refrigerant can be restored to a saturated state of high temperature and pressure, and then heat exchange with the cabin heat exchange circuit 901 in the subcooler 105. In this way, after the water-cooled liquid in the cabin heat exchange circuit 901 is heated by the condenser 103, it can be further heated by the subcooler 105, thereby improving the heat exchange efficiency and promoting the energy efficiency of the thermal management system. Of course, in other embodiments, the condenser 103 may be provided only in the main circulation loop.

[0079] In this embodiment, a first throttle valve 202 is optionally provided on the main circulation circuit, the first throttle valve 202 being connected between the condenser 103 and the evaporator 104, and a second throttle valve 203 is provided on the bypass circuit. By providing the second throttle valve 203 in the bypass circuit, the impact of the gaseous refrigerant on the compressor 201 can be reduced. At the same time, the first throttle valve 202 is in a normally open state, and the second throttle valve 203 is in a normally closed state, so that the refrigerant circuit is in a normal circulation mode by default, that is, only the main circulation circuit is in operation; then, by opening the second throttle valve 203, the refrigerant circuit can enter a low-temperature hot gas bypass mode, that is, the main circulation circuit and the bypass circuit are in operation simultaneously.

[0080] Without loss of generality, both the condenser 103 and the evaporator 104 have independent agent-side channels and water-side channels capable of heat exchange. The agent-side channels are used to circulate refrigerant, and the water-side channels are used to circulate water-cooled liquid. That is, the refrigerant circuit and the water-cooling circuit exchange heat through the evaporator 104 and the condenser 103. The condenser 103 or evaporator 104 mentioned in this application in the water-cooling circuit refers to the water-side channel of the condenser 103 or the evaporator 104.

[0081] In one embodiment, the channels of the first multi-way valve 10 and the second multi-way valve 20 include a first channel and a second channel. The first channel connects between the input and output of the two water cooling circuits, and the second channel connects between the input and output of the corresponding water cooling circuit. It can be understood that, under the action of the first channel, different water cooling circuits can be connected through the first multi-way valve 10 and / or the second multi-way valve 20; under the action of the second channel, when a water cooling circuit needs to be used alone, the water cooling circuit can be connected using the first multi-way valve 10 and / or the second multi-way valve 20.

[0082] Please refer to Figure 1 In one embodiment, the cabin heat exchange circuit 901 is provided with a first pump body 107 , a condenser 103 of the refrigerant circuit and a cabin heat exchanger in series, and the cabin heat exchanger is connected to the downstream of the condenser 103 through a first multi-way valve 10 .

[0083] Specifically, when the refrigerant circuit and the cabin heat exchange circuit 901 operate synchronously, the refrigerant releases heat in the refrigerant circuit's condenser 103. After passing through the condenser 103, the coolant in the cabin heat exchange circuit 901 absorbs heat from the refrigerant circuit, causing the coolant temperature to rise. The coolant then continues to flow downstream toward the cabin heat exchanger, driven by the first pump 107. As this warmer portion of coolant passes through the cabin heat exchanger, it releases heat there, raising the temperature within the vehicle's passenger compartment. Finally, the coolant's temperature decreases after passing through the cabin heat exchanger, and, driven by the first pump 107, it continues to flow back along the cabin heat exchange circuit 901 to the condenser 103 for the next cycle.

[0084] Please refer to Figure 1 In one embodiment, the battery temperature control loop 902 is connected in series with the second pump 108 and the evaporator 104 of the refrigerant circuit. Downstream of the evaporator 104 , the battery temperature control loop 902 flows through the battery system 110 .

[0085] Specifically, when the refrigerant circuit and the battery temperature control circuit 902 are operating synchronously, the refrigerant absorbs heat in the evaporator 104 of the refrigerant circuit. After the water-cooling liquid in the battery temperature control circuit 902 passes through the evaporator 104, it absorbs heat from the refrigerant circuit, causing the temperature of the water-cooling liquid to decrease. Then, the water-cooling liquid continues to flow toward the downstream battery system 110 under the driving action of the second pump body 108. When this portion of the water-cooling liquid with a lower temperature passes through the battery system 110, the water-cooling liquid exchanges heat with the battery system 110, thereby lowering the temperature of the battery and ensuring that the battery operates stably within a reasonable temperature range. Finally, the temperature of the water-cooling liquid flowing through the battery system 110 increases, and under the driving action of the second pump body 108, it continues to flow back to the evaporator 104 along the battery temperature control circuit 902 for the next cycle.

[0086] In the prior art, the heat exchanger core of the cabin heat exchanger usually includes a cooling cold air core and a heating warm air core. The cooling cold air core and the heating warm air core are activated separately in the corresponding mode (for example, heating mode only or cooling mode only), or are activated simultaneously as the cooling source and heating source in the cabin (for example, dehumidification mode). In this working mode, the heat exchange area of ​​the heat exchanger core cannot be fully utilized, resulting in the system efficiency needs to be further improved.

[0087] For the above questions, please refer to Figure 1In one embodiment, the cabin heat exchanger includes a first cabin heat exchanger 101 and a second cabin heat exchanger 102. In one working mode, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected to the evaporator 104 and cool the passenger compartment; in one working mode, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected to the condenser 103 and heat the passenger compartment; in one working mode, the first cabin heat exchanger 101 is connected to the evaporator 104 and cools the passenger compartment, and the second cabin heat exchanger 102 is connected to the condenser 103 and heats the passenger compartment.

[0088] For details, please refer to Figure 10 、 Figure 11 In one operating mode, the input of the first cabin heat exchanger 101 is connected to the output of the evaporator 104 via the first multi-way valve 10. The output of the first cabin heat exchanger 101 is also connected to the input of the second cabin heat exchanger 102 via the first multi-way valve 10. The output of the second cabin heat exchanger 102 is also connected to the input of the evaporator 104 via the first multi-way valve 10. In other words, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected in series within the same refrigeration water-cooling circuit. Thus, through the regulation of the first multi-way valve 10, both the first cabin heat exchanger 101 and the second cabin heat exchanger 102 can function as cooling air cores in this operating mode. This increases the heat exchange area of ​​the thermal management system during passenger compartment cooling, thereby improving the efficiency of the thermal management system.

[0089] Please refer to Figure 13 In one operating mode, the input of the first cabin heat exchanger 101 is connected to the output of the condenser 103 via the first multi-way valve 10. The output of the first cabin heat exchanger 101 is also connected to the input of the second cabin heat exchanger 102 via the first multi-way valve 10. The output of the second cabin heat exchanger 102 is also connected to the input of the condenser 103 via the first multi-way valve 10. In other words, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are connected in series within the same heating water-cooling circuit. Thus, through the regulation of the first multi-way valve 10, both the first cabin heat exchanger 101 and the second cabin heat exchanger 102 can function simultaneously as heater cores in this operating mode. This increases the heat exchange area of ​​the thermal management system during passenger compartment heating, thereby improving the efficiency of the thermal management system.

[0090] Please refer to Figure 17In one operating mode, the input of the first cabin heat exchanger 101 is connected to the output of the condenser 103 via the first multi-way valve 10; the output of the first cabin heat exchanger 101 is connected to the input of the condenser 103 via the first multi-way valve 10; the input of the second cabin heat exchanger 102 is connected to the output of the evaporator 104 via the first multi-way valve 10; and the output of the second cabin heat exchanger 102 is connected to the input of the evaporator 104 via the first multi-way valve 10. That is, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 are respectively arranged in a heating water-cooling circuit and a cooling water-cooling circuit. In this way, through the adjustment of the first multi-way valve 10, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 serve as the cold air core and the warm air core respectively, which can remove moisture from the air inside the passenger compartment without causing a sharp change in the temperature inside the passenger compartment. That is, it can simultaneously meet more diverse load requirements, such as heating load and cooling load, under the dehumidification condition of the passenger compartment, thereby improving the user experience of the thermal management system.

[0091] In this embodiment, through the adjustment of the first multi-way valve 10, the first cabin heat exchanger 101 and the second cabin heat exchanger 102 no longer need to be clearly distinguished as a cold air core and a warm air core. Their functions can be flexibly changed to function simultaneously in the same working mode, and the heat exchange area of ​​the thermal management system under the heating condition of the passenger cabin can be increased, thereby improving the efficiency of the thermal management system.

[0092] Of course, the embodiment of the present invention does not limit the number of cabin heat exchangers, that is, the secondary circuit thermal management system may also include a third cabin heat exchanger, a fourth cabin heat exchanger, etc., and the third cabin heat exchanger, the fourth cabin heat exchanger, etc. may all serve as cold air cores or all serve as warm air cores in one working mode, or part of them may work while the other part does not work in one working mode, or part of them may serve as cold air cores and the other part as warm air cores in one working mode.

[0093] It should be noted that the multiple in-cabin heat exchangers, including the first in-cabin heat exchanger 101 and the second in-cabin heat exchanger 102, are not necessarily installed inside the passenger compartment. They can also be installed outside the passenger compartment and connected to the interior of the passenger compartment through a structure such as a ventilation duct to achieve air conditioning inside the passenger compartment. Of course, these in-cabin heat exchangers can also be partially installed inside the passenger compartment and partially installed outside the passenger compartment.

[0094] Please refer to Figures 1 to 5Specifically, optionally, the first multi-way valve 10 has at least a first interface 11, a second interface 12, a third interface 13, a fourth interface 14, a fifth interface 15, a sixth interface 16, a seventh interface 17 and an eighth interface 18. The first interface 11 is connected to the input end of the first cabin heat exchanger 101, the second interface 12 is connected to the output end of the first cabin heat exchanger 101, the third interface 13 is connected to the input end of the second cabin heat exchanger 102, the fourth interface 14 is connected to the output end of the second cabin heat exchanger 102, the fifth interface 15 is connected to the input end of the evaporator 104, the sixth interface 16 is connected to the output end of the evaporator 104, the seventh interface 17 is connected to the output end of the condenser 103, and the eighth interface 18 is connected to the input end of the condenser 103.

[0095] Preferably, the first multi-way valve 10 is configured as an eight-way valve. Of course, in other embodiments, the first multi-way valve 10 can also be configured as a control valve with a greater number of interfaces, such as a nine-way valve or a ten-way valve, or a control valve with a smaller number of interfaces, such as a six-way valve or a seven-way valve.

[0096] It should be noted that the multiple channels within the first multi-way valve 10 can connect to any two of the eight interfaces described above, and the controller controls the opening and closing degrees of the multiple channels within the first multi-way valve 10 to match a particular operating mode. Without loss of generality, the channels are provided with regulating valves, which are connected to the controller for controlling the opening and closing degrees of the channels. When multiple water cooling circuits need to be connected in series or in parallel, the controller controls the regulating valves to control the opening and closing degrees of the corresponding channels, thereby achieving switching between different modes, or achieving varying degrees of temperature control and dehumidification within that mode.

[0097] Please refer to Figure 2 In this embodiment, optionally, in the first communication mode of the first multi-way valve 10, the first port 11 is connected to the sixth port 16, the second port 12 is connected to the third port 13, and the fourth port 14 is connected to the fifth port 15; the seventh port 17 is connected to the eighth port 18 or is disconnected. Specifically, the fifth and sixth ports 15, 16 of the first multi-way valve 10 are both connected to the evaporator 104. The water-cooled liquid, cooled by the evaporator 104, flows into the sixth port 16 of the first multi-way valve 10, then flows out of the first port 11 and into the first cabin heat exchanger 101, thereby cooling the cabin air. After flowing out of the first cabin heat exchanger 101, the water-cooled liquid flows into the second port 12 of the first multi-way valve 10, then flows out of the third port 13 and into the second cabin heat exchanger 102, thereby further cooling the cabin air. The water-cooled liquid flows out of the second cabin heat exchanger 102 and then flows into the fourth port 14 of the first multi-way valve 10 , flows out through the fifth port 15 and flows back to the evaporator 104 to continue the next flow cycle.

[0098] Please refer to Figure 3In the second communication mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the third port 13, and the fourth port 14 is connected to the eighth port 18. The fifth port 15 is connected to the sixth port 16 or is disconnected. Specifically, the seventh and eighth ports 17, 18 of the first multi-way valve 10 are both connected to the condenser 103. The water-cooled liquid heated by the condenser 103 flows into the seventh port 17 of the first multi-way valve 10, then flows out of the first port 11 and into the first cabin heat exchanger 101, thereby heating the cabin air. After flowing out of the first cabin heat exchanger 101, the water-cooled liquid flows into the second port 12 of the first multi-way valve 10, then flows out of the third port 13 and into the second cabin heat exchanger 102, thereby further heating the cabin air. After flowing out of the second in-cabin heat exchanger 102, the coolant flows into the fourth port 14 of the first multi-way valve 10, then out through the eighth port 18 and back to the condenser 103 to continue the next flow cycle. When the first multi-way valve 10 is in this connection mode, the thermal management system is defined as a conventional heating mode. In addition to this conventional heating mode, other heating modes can also be used to connect the first in-cabin heat exchanger 101 and the second in-cabin heat exchanger 102 in series in the same heating and cooling circuit.

[0099] For example, in one operating mode, the input of first cabin heat exchanger 101 is connected to the output of condenser 103 via first multi-way valve 10. The output of first cabin heat exchanger 101 is connected to the input of second cabin heat exchanger 102 via first multi-way valve 10. The output of second cabin heat exchanger 102 is connected to the input of evaporator 104 via first multi-way valve 10. The output of evaporator 104 is connected to the input of condenser 103. This thermal management system is defined as operating in water system short-circuit mode.

[0100] For details, please refer to Figure 4In the water system short-circuit mode, that is, in the third connection mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the third port 13, the fourth port 14 is connected to the fifth port 15, and the sixth port 16 is connected to the eighth port 18. Specifically, the seventh port 17 and the eighth port 18 of the first multi-way valve 10 are both connected to the condenser 103. The water-cooled liquid, heated by the condenser 103, flows into the seventh port 17 of the first multi-way valve 10, then flows out of the first port 11 and into the first cabin heat exchanger 101, thereby heating the cabin air. After flowing out of the first cabin heat exchanger 101, the water-cooled liquid flows into the second port 12 of the first multi-way valve 10, then flows out of the third port 13 and into the second cabin heat exchanger 102, thereby further heating the cabin air. After the water-cooled liquid flows out of the second cabin heat exchanger 102, it flows into the fourth port 14 of the first multi-way valve 10, then flows out from the fifth port 15 and flows into the evaporator 104. The water-cooled liquid cooled by the evaporator 104 flows into the sixth port 16, then flows out through the eighth port 18 and flows back to the condenser 103 to continue the next flow cycle.

[0101] It can be understood that, whether in conventional heating mode or water system short-circuit mode, both the first in-cabin heat exchanger 101 and the second in-cabin heat exchanger 102 serve as the heater core. The former, however, has a shorter total water cooling circuit path (i.e., a larger water system), making it suitable for steady-state, rapid startup conditions. The latter, on the other hand, has a shorter total water cooling circuit path (i.e., a smaller water system), and the refrigerant heat converted by the work of the compressor 201 is partially recovered via the evaporator 104. In this state, the heat output to the passenger compartment is essentially equal to the electrical power of the compressor 201. Therefore, this mode is suitable for use in low-temperature environments.

[0102] Please refer to Figure 5 In the fourth communication mode of the first multi-way valve 10, the first port 11 is connected to the seventh port 17, the second port 12 is connected to the eighth port 18, the third port 13 is connected to the sixth port 16, and the fourth port 14 is connected to the fifth port 15. Specifically, the seventh port 17 and the eighth port 18 of the first multi-way valve 10 are both connected to the condenser 103, and the fifth port 15 and the sixth port 16 are both connected to the evaporator 104.

[0103] In the fourth communication mode of the first multi-way valve 10, the water-cooled liquid, heated by the condenser 103, flows into the seventh port 17 of the first multi-way valve 10, then flows out of the first port 11 and into the first cabin heat exchanger 101, thereby heating the cabin air. After flowing out of the first cabin heat exchanger 101, the water-cooled liquid flows into the second port 12 of the first multi-way valve 10, then flows out of the eighth port 18 and back to the condenser 103, continuing the next flow cycle.

[0104] Meanwhile, the coolant, cooled by evaporator 104, flows into sixth port 16 of first multi-way valve 10, then out through third port 13 and into second cabin heat exchanger 102, cooling the cabin air. After exiting second cabin heat exchanger 102, the coolant flows into fourth port 14 of first multi-way valve 10, then out through fifth port 15 and back into evaporator 104, continuing the next flow cycle.

[0105] Of course, in other embodiments, in the fourth communication mode of the first multi-way valve 10 , the first cabin heat exchanger 101 may serve as a cold air core and the second cabin heat exchanger 102 may serve as a warm air core.

[0106] Please refer to Figure 1 In one embodiment, the electric drive temperature control loop 903 is provided with a third pump body 109 and an offboard heat exchanger 112 in series. Downstream of the offboard heat exchanger 112 , the electric drive temperature control loop 903 flows through the electric drive system 111 of the vehicle.

[0107] For details, please refer to Figure 12 In one operating mode, the input and output of the electric drive temperature control circuit 903 are connected via the second multi-way valve 20. It can be understood that during the operation of the electric drive temperature control circuit 903, the third pump 109 drives the water coolant in the electric drive temperature control circuit 903. Taking the electric drive system 111 as the starting point, the water coolant first passes through the electric drive system 111 and exchanges heat with the electric drive system 111, primarily cooling the electric drive system 111. Then, driven by the third pump 109, the water coolant flows downstream toward the off-board heat exchanger 112. As this portion of the higher-temperature water coolant passes through the off-board heat exchanger 112, it exchanges heat with the outside environment, thereby lowering the temperature of this portion of the water coolant. Finally, the temperature of the water coolant flowing through the off-board heat exchanger 112 decreases, and, driven by the third pump 109, it flows back along the electric drive temperature control circuit 903 to the electric drive system 111, continuing the next cycle.

[0108] Please refer to Figure 10 and Figure 24 In one working mode, the output end of the electric drive temperature control circuit 903 is connected to the input end of the condenser 103 through the second multi-way valve 20, and the input end of the electric drive temperature control circuit 903 is connected to the output end of the condenser 103 through the second multi-way valve 20. In this working mode, the electric drive temperature control circuit 903 is connected in series with the hot water cooling circuit. At this time, the hot water cooling circuit can be either a flow through the cabin heat exchanger (such as Figure 24 As shown), it can also be a heat exchanger that does not flow through the cabin (as shown Figure 10 shown).

[0109] Please refer to Figure 10 and Figure 14Optionally, in one working mode, the output end of the electric drive temperature control circuit 903 is connected to the input end of the evaporator 104 through the second multi-way valve 20, and the input end of the electric drive temperature control circuit 903 is connected to the output end of the evaporator 104 through the second multi-way valve 20. In this working mode, the electric drive temperature control circuit 903 is connected in series to the refrigeration water cooling circuit. At this time, the heating water cooling circuit can be either a flow through the battery system 110 (such as Figure 13 As shown), it may also not flow through the battery system 110 (as shown Figure 14 shown).

[0110] Please refer to Figure 1 In one embodiment, a first branch and a second branch are provided downstream of the offboard heat exchanger 112. The first and second branches are connected in parallel between the offboard heat exchanger 112 and the second multi-way valve 20. The first branch flows through the electric drive system 111 and is provided with a third pump 109. Thus, the first and second branches provide the electric drive temperature control circuit 903 with more connectivity modes, thereby enriching the operating modes of the thermal management system.

[0111] For details, please refer to Figures 11 to 14 In one working mode, the offboard heat exchanger 112 and the first branch are connected in series to form the electric drive temperature control loop 903. At this time, the offboard heat exchanger 112 and the electric drive system 111 are in the same water cooling loop. Alternatively, please refer to Figure 10 and Figure 15 In one working mode, the offboard heat exchanger 112 is connected in series with the second branch to form the electric drive temperature control circuit 903. At this time, the offboard heat exchanger 112 is connected in series to other water cooling circuits through the second branch and the second multi-way valve 20, so as to utilize the heat dissipation effect of the offboard heat exchanger 112 to dissipate heat for other water cooling circuits. Alternatively, please refer to Figure 16 In one working mode, the first branch and the second branch are connected in series to form an electric drive temperature control circuit 903. At this time, the electric drive system 111 is connected in series to other water cooling circuits through the second branch and the second multi-way valve 20 to recycle the heat generated by the electric drive system 111.

[0112] It can be understood that when the outboard heat exchanger 112 and the first branch are connected in series to form the electric drive temperature control circuit 903, the electric drive temperature control circuit 903 can be used not only for heat dissipation of the electric drive system 111, but also for heat storage of the electric drive system 111. Specifically, optionally, by adding a water storage tank to the electric drive temperature control circuit 903, the water cooling circuit and the water cooling liquid in the water storage tank are used to absorb the heat emitted by the electric drive system 111 when it is working, that is, the water cooling liquid is used to recover and store this part of the heat, so that this part of the heat can be used when the electric drive temperature control circuit 903 is connected in series with other water cooling circuits. For example, please refer to Figure 21 and Figure 22In the thirteenth working mode, the electric drive temperature control loop 903 stores heat. When the water coolant in the electric drive temperature control loop 903 reaches a certain water temperature (for example, the water temperature is higher than the actual temperature of the battery system 110), the thermal management system switches from the thirteenth working mode to the fourteenth working mode. That is, the electric drive temperature control loop 903 switches from the original independent self-circulation to being connected in series with the battery temperature control loop 902, thereby utilizing the heat stored in the electric drive temperature control loop 903 to heat the battery system 110.

[0113] Without loss of generality, the offboard heat exchanger 112 typically dissipates heat from the coolant to the vehicle's external environment through air cooling, such as through a fan or semiconductor structure. Therefore, further, it is possible to disable or reduce the heat dissipation function of the offboard heat exchanger 112, such as by stopping the fan or closing the air intake grille, to reduce the heat exchange efficiency between the offboard heat exchanger 112 and the external environment, thereby improving the heat storage effect of the electric drive temperature control circuit 903.

[0114] Please refer to Figure 1 Specifically, optionally, the second multi-way valve 20 has at least an eleventh interface 21, a twelfth interface 22, a thirteenth interface 23, a fourteenth interface 24, a fifteenth interface 25, a sixteenth interface 26, and a seventeenth interface 27. The eleventh interface 21 is connected to the input end of the condenser 103, the twelfth interface 22 is connected to the output end of the condenser 103, the thirteenth interface 23 is connected to the input end of the evaporator 104, the fourteenth interface 24 is connected to the output end of the evaporator 104, the fifteenth interface 25 is connected to the input end of the offboard heat exchanger 112, the sixteenth interface 26 is connected to the output end of the offboard heat exchanger 112 and the input end of the electric drive system 111 (that is, the sixteenth interface 26 is connected to the second branch), and the seventeenth interface 27 is connected to the output end of the electric drive system 111 (that is, the seventeenth interface 27 is connected to the first branch).

[0115] Preferably, the second multi-way valve 20 is configured as a seven-way valve. Of course, in other embodiments, the second multi-way valve 20 can also be configured as an eight-way valve, a nine-way valve, or other control valve with a greater number of ports, or can also be configured as a five-way valve, a six-way valve, or other control valve with a smaller number of ports.

[0116] It should be noted that the multiple channels within the second multi-way valve 20 can connect to any two of the seven interfaces described above, and the controller controls the opening and closing degrees of the multiple channels within the second multi-way valve 20 to match a particular operating mode. Without loss of generality, the channels are provided with regulating valves, which are connected to the controller and are used to control the opening and closing degrees of the channels. When multiple water cooling circuits need to be connected in series or parallel, the controller controls the regulating valves to control the opening and closing degrees of the corresponding channels, achieving switching between different modes, or achieving varying degrees of temperature control and dehumidification within that mode.

[0117] For details, please refer to Figure 6 In the first communication mode of the second multi-way valve 20, the eleventh port 21 of the second multi-way valve 20 is connected to the sixteenth port 26, the twelfth port 22 is connected to the fifteenth port 25, and the thirteenth port 23 is connected to the fourteenth port 24. At this time, the electric drive temperature control circuit 903 is used to dissipate heat from the condenser 103 alone. Figure 7 In the second communication mode of the second multi-way valve 20, the eleventh port 21 of the second multi-way valve 20 is connected to the seventeenth port 27, the twelfth port 22 is connected to the fifteenth port 25, and the thirteenth port 23 is connected to the fourteenth port 24. At this time, the electric drive temperature control circuit 903 is used to dissipate heat from the condenser 103 and the electric drive system 111. Please refer to Figure 8 In the third communication mode of the second multi-way valve 20, the thirteenth port 23 of the second multi-way valve 20 is connected to the seventeenth port 27, and the fourteenth port 24 is connected to the fifteenth port 25. At this time, the electric drive temperature control circuit 903 is used to recover heat from the electric drive system 111 and / or the offboard heat exchanger 112. Please refer to Figure 9 In the fourth communication mode of the second multi-way valve 20, the thirteenth port 23 of the second multi-way valve 20 is connected to the fourteenth port 24, and the fifteenth port 25 is connected to the seventeenth port 27. At this time, the electric drive temperature control circuit 903 is used to dissipate heat or store heat in the electric drive system 111. Figure 15 In the fifth communication mode of the second multi-way valve 20, the thirteenth port 23 of the second multi-way valve 20 is connected to the sixteenth port 26, and the fourteenth port 24 is connected to the fifteenth port 25. At this time, the outboard heat exchanger 112 of the electric drive temperature control circuit 903 is used to dissipate heat for other water cooling circuits. Figure 16 In the sixth connection mode of the second multi-way valve 20, the thirteenth interface 23 of the second multi-way valve 20 is connected to the seventeenth interface 27, and the fourteenth interface 24 is connected to the sixteenth interface 26. At this time, the electric drive temperature control circuit 903 is used to recover heat from the electric drive system 111.

[0118] Please refer to Figure 1In one embodiment, the battery temperature control circuit 902 includes a main circuit and branch circuits, with at least two branch circuits connected in parallel between the first multi-way valve 10 and the second multi-way valve 20. The second pump 108 and the evaporator 104 are located in the main circuit, and at least one branch circuit flows through the battery system 110. It can be understood that the battery temperature control circuit 902 is divided into a main circuit and a branch circuit, with the main circuit and the branch circuits arranged in series, while the multiple branch circuits are arranged in parallel between the first multi-way valve 10 and the second multi-way valve 20. Furthermore, the second pump 108 and the evaporator 104 are located in the main circuit, so that when each branch circuit is connected to the main circuit, it can flow the water-cooled liquid after heat exchange with the evaporator 104. This allows different devices to be installed on each branch circuit, enriching the operating modes of the thermal management system. At least one branch circuit flows through the battery system 110, thereby ensuring that the battery temperature control circuit 902 controls the battery temperature. Of course, in other embodiments, the battery temperature control circuit 902 can also be configured as a single circuit.

[0119] In this embodiment, optionally, at least two branches include a first branch and a second branch whose output ends are connected and both of which are connected to the second multi-way valve 20. The first branch circulates the battery system 110. The battery temperature control circuit 902 is further provided with a fourth multi-way valve 40. The output end of the evaporator 104 is connected to the input end of the fourth multi-way valve 40. One output end of the fourth multi-way valve 40 is connected to the input end of the first branch, and the other output end of the fourth multi-way valve 40 is connected to the input end of the second branch through the first multi-way valve 10. In this way, since the fourth multi-way valve 40 can selectively conduct the first branch and / or the second branch and can allocate the proportion of the flow into the first branch and the second branch, it is possible to achieve cooling of the battery system 110 and / or other functional systems on demand, thereby enriching the working mode of the thermal management system. For example, Figure 24 and Figure 24 The working mode shown can realize the independent cooling of the passenger compartment, such as Figure 14 and Figure 16 The working mode shown can realize the independent cooling of the electric drive system 111, such as Figure 12 and Figure 13 The working mode shown can achieve independent cooling of the battery system 110, such as Figure 10 and Figure 11 The illustrated operating mode enables simultaneous cooling of the battery system 110 and the passenger compartment.

[0120] For details, please refer to Figure 1The fourth multi-way valve 40 has at least a thirty-first port 41, a thirty-second port 42, and a thirty-third port 43. The thirty-first port 41 is connected to the output of the evaporator 104, the thirty-second port 42 is connected to the sixth port 16, and the thirty-third port 43 is connected to the input of the battery system 110. The thirty-first port 41 can selectively communicate with the thirty-second port 42 and / or the thirty-third port 43. That is, a first branch connects the thirteenth port 23 and the thirty-first port, and a second branch connects between the fifth port 15 and the fourteenth port 24.

[0121] That is, the fourth multi-way valve 40 has three states. In its first state, the thirty-first interface 41 is connected to the thirty-second interface 42 and the thirty-third interface 43. In its second state, the thirty-first interface 41 is connected to the thirty-second interface 42 but not to the thirty-third interface 43. In its third state, the thirty-first interface 41 is not connected to the thirty-second interface 42 but to the thirty-third interface 43.

[0122] Please refer to Figure 1 In one embodiment, the cabin heat exchange circuit 901 is further provided with a third multi-way valve 30. The output of the condenser 103 can be selectively connected to the first multi-way valve 10 and / or the second multi-way valve 20 via the third multi-way valve 30. This allows the third multi-way valve 30 to selectively direct the low-temperature coolant output from the condenser 103 to the first multi-way valve 10 and / or the second multi-way valve 20. Combined with the switching of the communication modes of the first and second multi-way valves 10 and 20, this provides a wider range of operating modes for the thermal management system. Of course, the third multi-way valve 30 can also be omitted.

[0123] Specifically, the third multi-way valve 30 has at least a twenty-first interface 31, a twenty-second interface 32 and a twenty-third interface 33. The twenty-first interface 31 is connected to the output end of the condenser 103, the twenty-second interface 32 is connected to the twelfth interface 22, and the twenty-third interface 33 is connected to the seventh interface 17. The twenty-first interface 31 can be selectively connected to the twenty-second interface 32 and / or the twenty-third interface 33.

[0124] That is, the third multi-way valve 30 has three states. In its first state, the twenty-first interface 31 is connected to the twenty-second interface 32 and the twenty-third interface 33. In its second state, the twenty-first interface 31 is connected to the twenty-second interface 32 but not to the twenty-third interface 33. In its third state, the twenty-first interface 31 is not connected to the twenty-second interface 32 but to the twenty-third interface 33.

[0125] Specifically, optionally, the third multi-way valve 30 and / or the fourth multi-way valve 40 are configured as three-way valves, and the three-way valves can be proportionally adjusted.

[0126] It can be understood that the valve group composed of the first multi-way valve 10, the second multi-way valve 20, the third multi-way valve 30 and the fourth multi-way valve 40, each multi-way valve in the valve group can operate independently, so that the respective working modes can be arranged and combined, thereby realizing at least twenty working modes of the water cooling circuit.

[0127] The following will list sixteen working modes and their applicable scenarios for illustration. Those skilled in the art can deduce the remaining working modes and their effects and select the appropriate working mode according to design requirements. Figures 10 to 25 , Figures 10 to 25 The thermal management system in the first to sixteenth working modes is shown in sequence, wherein the dotted lines in the figures indicate that the water-cooling liquid in the water-cooling pipes represented by them is in a non-circulating state.

[0128] Please refer to Figure 10 , in the first working mode of the thermal management system, it is suitable for use scenarios where the passenger compartment and the battery system 110 need to be cooled at the same time. Specifically, the refrigerant circuit operates in a normal circulation mode, the first multi-way valve 10 is in its first connection mode, the second multi-way valve 20 is in its first connection mode, the third multi-way valve 30 is in its second state, and the fourth multi-way valve 40 is in its first state. At this time, preferably, the seventh interface 17 is not connected to the eighth interface 18. Of course, it is also possible to choose to connect the seventh interface 17 to the eighth interface 18. In this way, the water coolant cooled by the evaporator 104 can be distributed to the passenger compartment and the battery system 110 to achieve the simultaneous cooling function of the passenger compartment and the battery system 110. At the same time, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the environment through the off-cabin heat exchanger 112 through the water coolant.

[0129] Optionally, the proportional adjustment of the fourth multi-way valve 40 can be dynamically adjusted based on the cooling load requirements of the passenger compartment and battery system 110 to achieve the desired flow distribution of the water coolant from the 31st port 41 to the 32nd port 42 and the 33rd port 43. It will be appreciated that, based on the first operating mode, when the fourth multi-way valve 40 is switched to its second state, the passenger compartment cooling function can be achieved. Similarly, based on the first operating mode, when the fourth multi-way valve 40 is switched to its third state, the battery system 110 cooling function can be achieved.

[0130] Please refer to Figure 11, in the second working mode of the thermal management system, it is suitable for the use scenario where the passenger compartment, the electric drive system 111 and the battery system 110 need to be cooled at the same time. Specifically, the refrigerant circuit operates in a normal circulation mode, the first multi-way valve 10 is in its first connection mode, the second multi-way valve 20 is in its second connection mode, the third multi-way valve 30 is in its second state, and the fourth multi-way valve 40 is in its first state. At this time, preferably, the seventh interface 17 is not connected to the eighth interface 18. Of course, it is also possible to choose to connect the seventh interface 17 to the eighth interface 18. In this way, the water coolant cooled by the evaporator 104 can be distributed to the passenger compartment and the battery system 110 to achieve the simultaneous cooling function of the passenger compartment and the battery system 110. At the same time, the heat dissipated by the refrigerant in the condenser 103 and the heat dissipated by the electric drive system 111 are dissipated to the environment through the off-cabin heat exchanger 112 through the water coolant.

[0131] Please refer to Figure 12 , in the third working mode of the thermal management system, it is suitable for use scenarios where the electric drive system 111 needs to be cooled and the battery system 110 needs to be kept at a uniform temperature. Specifically, the refrigerant circuit operates in a normal circulation mode, the first multi-way valve 10 is not limited, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is not limited, and the fourth multi-way valve 40 is in its third state. In this way, on the one hand, the temperature distribution of the battery system 110 can be made more uniform, avoiding the problem of large temperature differences between different areas of the battery system 110. On the other hand, the water coolant can dissipate the heat dissipated by the electric drive system 111 to the environment in a timely manner through the off-board heat exchanger 112.

[0132] When the passenger compartment needs to be heated, there are many options for heat sources, for example, see Figure 13 In the fourth operating mode of the thermal management system, heat is generated from the battery system 110, the electric drive system 111, and the external environment. Specifically, the refrigerant circuit operates in normal circulation mode, with the first multi-way valve 10 in its second connection mode, the second multi-way valve 20 in its third connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its third state. At this time, the fifth port 15 is connected or disconnected from the sixth port 16. In this manner, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the passenger compartment via the first and second in-cabin heat exchangers 101 and 102 via the water coolant, thereby heating the passenger compartment. On the other hand, the water coolant sequentially recovers waste heat from the battery system 110, absorbs heat from the external air at the external heat exchanger 112, and recovers waste heat from the electric drive system 111. The heat is then transferred to the refrigerant in the evaporator 104, thereby achieving heat pump heating.

[0133] Of course, it is understood that if the battery system 110 is at a relatively low temperature, the fourth operating mode actually serves to heat the battery system 110 by recycling the heat from the electric drive system 111. That is, the fourth operating mode is also applicable to scenarios where the battery system 110 is at a low temperature and needs to be heated. Furthermore, when using the fourth operating mode in this scenario, the fan of the offboard heat exchanger 112 and the air intake grille can be turned off to reduce the degree of heat dissipation from the electric drive system 111 to the environment and increase the utilization rate of the heat from the electric drive system 111 for heating the battery system 110.

[0134] For example, see Figure 14 , in the fifth operating mode of the thermal management system, heat is generated by the electric drive system 111 and the external environment. Specifically, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 in its second connection mode, the second multi-way valve 20 in its third connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. At this time, the fifth port 15 is connected to the sixth port 16. In this way, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the passenger compartment via the first and second in-cabin heat exchangers 101 and 102 via the water-cooled liquid, thereby heating the passenger compartment. On the other hand, the water-cooled liquid sequentially absorbs heat from the external air at the external heat exchanger 112, recovers waste heat at the electric drive system 111, and then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0135] For example, please refer to Figure 15 , in the sixth operating mode of the thermal management system, the heat is derived from the outside environment. Specifically, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 in its second connection mode, the second multi-way valve 20 in its fifth connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. At this time, the fifth port 15 is connected to the sixth port 16. Thus, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the passenger compartment via the first and second cabin heat exchangers 101 and 102 through the water-cooled liquid, thereby heating the passenger compartment. On the other hand, the water-cooled liquid absorbs heat from the outside air at the cabin heat exchanger 112, and then transfers the heat to the refrigerant in the evaporator 104, thereby achieving the heat pump heating function.

[0136] For another example, please refer to Figure 16, in the seventh working mode of the thermal management system, the heat at this time comes from the environment outside the cabin. Specifically, the refrigerant circuit operates in a conventional circulation mode, the first multi-way valve 10 is in its second connection mode, the second multi-way valve 20 is in its sixth connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. At this time, the fifth interface 15 is connected to the sixth interface 16. In this way, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the passenger compartment through the first cabin heat exchanger 101 and the second cabin heat exchanger 102 through the water-cooled liquid, thereby heating the passenger compartment. On the other hand, the water-cooled liquid recovers waste heat at the electric drive system 111, and then transfers the heat to the refrigerant in the evaporator 104, thereby realizing the heat pump heating function.

[0137] Please refer to Figure 17 In the eighth operating mode of the thermal management system, the refrigerant circuit operates in low-temperature hot gas bypass mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. In this manner, heat dissipated from the refrigerant in the condenser 103 is dissipated to the passenger compartment via the water coolant via the first in-cabin heat exchanger 101, thereby heating the passenger compartment. Furthermore, the water coolant circulates in the electric drive temperature control circuit 903, storing heat in the electric drive system 111.

[0138] Please refer to Figure 18 In the ninth working mode of the thermal management system, the refrigerant circuit operates in the low-temperature hot gas bypass mode, the first multi-way valve 10 is in its second connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is not limited. At this time, the fifth interface 15 is connected to the sixth interface 16. In this way, on the one hand, the heat dissipated by the refrigerant in the condenser 103 is dissipated to the passenger compartment through the first cabin heat exchanger 101 and the second cabin heat exchanger 102 through the water-cooled liquid, thereby heating the passenger compartment. On the other hand, the water-cooled liquid circulates in the electric drive temperature control circuit 903 to achieve heat storage of the electric drive system 111.

[0139] It can be understood that in the eighth working mode, only the first cabin heat exchanger 101 is involved in heating the passenger compartment, while in the ninth working mode, the first cabin heat exchanger 101 and the second heat exchanger are involved in heating the passenger compartment. The former has a shorter hot water and cooling circuit system, so it is more suitable for use at startup, and after the eighth working mode has been running for a certain period of time, the thermal management system is controlled to switch to the ninth working mode.

[0140] Of course, the heat can also come from the work done by the compressor 201, for example, please refer to Figure 19In the tenth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode, with the first multi-way valve 10 in its fourth connection mode, the second multi-way valve 20 in its third connection mode, the third multi-way valve 30 in its third state, and the fourth multi-way valve 40 in its second state. That is, the cabin heat exchange circuit 901 and the battery temperature control circuit 902 are arranged in series. Thus, on the one hand, after the refrigerant heat generated by the compressor 201 is released in the condenser 103, a portion of the heat is transferred to the water cooling circuit and evaporator 104 and recovered back to the refrigerant circuit. At this time, the heat source is only the electrical power of the compressor 201, not from the environment, making it suitable for low-temperature environments. On the other hand, the water coolant circulates in the electric drive temperature control circuit 903, realizing heat storage for the electric drive system 111.

[0141] Please refer to Figure 20 The eleventh operating mode of the thermal management system is suitable for scenarios where the battery system 110 is heated independently, with the heat coming from the electric drive system 111. Specifically, the refrigerant circuit operates in a normal circulation mode, the first multi-way valve 10 is not limited, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is not limited, and the fourth multi-way valve 40 is in its third state.

[0142] Please refer to Figure 21 In the twelfth operating mode of the thermal management system, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its fourth connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its first state. That is, the cabin heat exchange circuit 901 and the battery temperature control circuit 902 are arranged in series. In this way, on the one hand, after the refrigerant heat generated by the compressor 201 is released in the condenser 103, a portion of the heat is transferred to the water cooling circuit and evaporator 104 and recovered back into the refrigerant circuit. At this time, the heat source is only the electrical power of the compressor 201, not from the environment, making it suitable for low-temperature environments. On the other hand, the water coolant circulates in the electric drive temperature control circuit 903, storing heat in the electric drive system 111. It can be understood that compared to the tenth operating mode, the eleventh operating mode can additionally meet the heating needs of the battery system 110.

[0143] Please refer to Figure 22In the thermal management system's thirteenth operating mode, the refrigerant circuit operates in a normal circulation mode. The first multi-way valve 10 is in its fourth connection mode, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its first state. Specifically, the cabin heat exchange circuit 901, the battery temperature control circuit 902, and the electric drive temperature control circuit 903 are arranged in series. This allows, on the one hand, the refrigerant heat generated by the compressor 201 to be released in the condenser 103, and a portion of this heat is then transferred to the water cooling circuit and evaporator 104 and recovered back into the refrigerant circuit. In this case, the heat source is solely the electrical power of the compressor 201, not the ambient temperature, making it suitable for low-temperature environments. On the other hand, the heat previously stored in the electric drive temperature control circuit 903 can be introduced into the entire water cooling circuit for utilization. It can be understood that, based on the twelfth operating mode, the thermal management system only switches to the thirteenth operating mode when the electric drive temperature control circuit 903 accumulates heat to the point where the water temperature at its output exceeds the temperature of the battery system 110.

[0144] Of course, the passenger compartment usually also has a dehumidification requirement, so the working mode for achieving the dehumidification function of the passenger compartment can be set. For example, please refer to Figure 23 In the thermal management system's fourteenth operating mode, the refrigerant circuit operates in normal circulation mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its third connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. In this manner, the second cabin heat exchanger 102 provides cooling to achieve dehumidification, while the first cabin heat exchanger 101 provides heating to mitigate cabin temperature fluctuations. This allows for both dehumidification and maintaining the cabin temperature within an optimal range. This operating mode is suitable for scenarios where a small number of cabins have heating loads. In this scenario, the cabin heating capacity is roughly equal to the electrical power of the compressor 201.

[0145] For example, see Figure 24 In the thermal management system's fifteenth operating mode, the refrigerant circuit operates in normal circulation mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its first connection mode, the third multi-way valve 30 is in its first state, and the fourth multi-way valve 40 is in its second state. In this manner, the second in-cabin heat exchanger 102 is responsible for cooling to achieve dehumidification, while the first in-cabin heat exchanger 101 is responsible for heating, and the off-cabin heat exchanger 112 is responsible for heat dissipation. This operating mode is suitable for scenarios where there is a cooling load within the cabin; that is, some heat in the hot water cooling circuit is dissipated to the ambient air via the off-cabin heat exchanger 112.

[0146] For example, please refer to Figure 25In the thermal management system's sixteenth operating mode, the refrigerant circuit operates in normal circulation mode. The first multi-way valve 10 is in its third connection mode, the second multi-way valve 20 is in its fourth connection mode, the third multi-way valve 30 is in its third state, and the fourth multi-way valve 40 is in its second state. Thus, the second in-cabin heat exchanger 102 is responsible for cooling to achieve a dehumidification effect, while the first in-cabin heat exchanger 101 is responsible for heating, with heat sourced from the off-cabin heat exchanger 112 and the electric drive system 111. This operating mode is suitable for cabin heating loads, where heat is derived from the ambient air and the electric drive system 111.

[0147] The present invention also provides a vehicle including the aforementioned secondary circuit thermal management system. The specific structure of the secondary circuit thermal management system refers to the above-mentioned embodiments. Since this vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0148] The above descriptions are merely optional embodiments of the present invention and do not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present description and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A secondary circuit thermal management system, applied to a vehicle, characterized in that: The secondary circuit thermal management system includes: refrigerant circuit; a plurality of water cooling circuits, wherein a portion of the plurality of water cooling circuits is connected to a first multi-way valve and another portion is connected to a second multi-way valve, the first multi-way valve and the second multi-way valve are provided with a plurality of channels, each of the channels being connected to an input end and an output end of the water cooling circuit, a portion of the water cooling circuits exchanging heat with the refrigerant circuit, and the water cooling circuits are used to control the temperature of the vehicle; and A controller is connected to the first multi-way valve and the second multi-way valve for controlling the opening and closing of the plurality of channels so that the thermal management system has a plurality of working modes.

2. The secondary circuit thermal management system according to claim 1, wherein: The multiple water cooling circuits include an in-cabin heat exchange circuit and a battery temperature control circuit. The in-cabin heat exchange circuit is provided with an in-cabin heat exchanger. The battery temperature control circuit flows through the battery system of the vehicle. The first multi-way valve can control the connection mode between the in-cabin heat exchange circuit and the battery temperature control circuit.

3. The secondary circuit thermal management system according to claim 2, wherein: The cabin heat exchange circuit is provided with a first pump body, a condenser of the refrigerant circuit and the cabin heat exchanger in series, and the cabin heat exchanger is connected to the downstream of the condenser through the first multi-way valve.

4. The secondary circuit thermal management system according to claim 3, characterized in that: The battery temperature control loop is connected in series with a second pump and an evaporator of the refrigerant loop. Downstream of the evaporator, the battery temperature control loop flows through the battery system.

5. The secondary circuit thermal management system according to claim 4, characterized in that: The cabin heat exchanger includes a first cabin heat exchanger and a second cabin heat exchanger. In one operating mode, the input end of the first cabin heat exchanger is connected to the output end of the evaporator through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the second cabin heat exchanger through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the evaporator through the first multi-way valve. And / or, in one of the operating modes, the input end of the first cabin heat exchanger is connected to the output end of the condenser through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the second cabin heat exchanger through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the condenser through the first multi-way valve; And / or, in one of the operating modes, the input end of the first in-cabin heat exchanger is connected to the output end of the condenser via the first multi-way valve, the output end of the first in-cabin heat exchanger is connected to the input end of the second in-cabin heat exchanger via the first multi-way valve, the output end of the second in-cabin heat exchanger is connected to the input end of the evaporator via the first multi-way valve, and the output end of the evaporator is connected to the input end of the condenser; And / or, in one of the working modes, the input end of the first cabin heat exchanger is connected to the output end of the condenser through the first multi-way valve, the output end of the first cabin heat exchanger is connected to the input end of the condenser through the first multi-way valve, the input end of the second cabin heat exchanger is connected to the output end of the evaporator through the first multi-way valve, and the output end of the second cabin heat exchanger is connected to the input end of the evaporator through the first multi-way valve.

6. The secondary circuit thermal management system according to claim 4, characterized in that: The multiple water cooling circuits also include an electric drive temperature control circuit, which flows through the vehicle's electric drive system. The second multi-way valve can control the connectivity between the electric drive temperature control circuit, the cabin heat exchange circuit, and the battery temperature control circuit.

7. The secondary circuit thermal management system according to claim 6, wherein: The electric drive temperature control loop is provided with a third pump body and an offboard heat exchanger in series. Downstream of the offboard heat exchanger, the electric drive temperature control loop flows through the electric drive system of the vehicle.

8. The secondary circuit thermal management system according to claim 7, wherein: In one of the working modes, the output end of the electric drive temperature control circuit is connected to the input end of the condenser through the second multi-way valve, and the input end of the electric drive temperature control circuit is connected to the output end of the condenser through the second multi-way valve; And / or, in one of the operating modes, the output end of the electric drive temperature control circuit is connected to the input end of the evaporator through the second multi-way valve, and the input end of the electric drive temperature control circuit is connected to the output end of the evaporator through the second multi-way valve; And / or, in one of the working modes, the input end and the output end of the electric drive temperature control circuit are connected through the second multi-way valve.

9. The secondary circuit thermal management system according to claim 8, characterized in that: A first branch and a second branch are provided downstream of the offboard heat exchanger, the first branch and the second branch being connected in parallel between the offboard heat exchanger and the second multi-way valve, the first branch flowing through the electric drive system and being provided with the third pump body; In one working mode, the offboard heat exchanger and the first branch are connected in series to form the electric drive temperature control circuit, or the offboard heat exchanger and the second branch are connected in series to form the electric drive temperature control circuit, or the first branch and the second branch are connected in series to form the electric drive temperature control circuit.

10. The secondary circuit thermal management system according to claim 4, wherein: The battery temperature control circuit includes a main circuit and a branch circuit, at least two of the branch circuits are connected in parallel between the first multi-way valve and the second multi-way valve, the second pump body and the evaporator are arranged in the main circuit, and at least one of the branch circuits flows through the battery system.

11. The secondary circuit thermal management system according to claim 10, wherein: At least two of the branches include a first branch and a second branch whose output ends are connected and both are connected to the second multi-way valve. The first branch circulates the battery system. The battery temperature control circuit is also provided with a fourth multi-way valve. The output end of the evaporator is connected to the input end of the fourth multi-way valve. One output end of the fourth multi-way valve is connected to the input end of the first branch, and the other output end of the fourth multi-way valve is connected to the input end of the second branch through the first multi-way valve.

12. The secondary circuit thermal management system according to claim 3, wherein: The cabin heat exchange circuit is further provided with a third multi-way valve, and the output end of the condenser can be selectively connected to the first multi-way valve and / or the second multi-way valve through the third multi-way valve.

13. The secondary circuit thermal management system according to any one of claims 1 to 12, characterized in that: The refrigerant circuit is provided with a compressor, a condenser and an evaporator in series. The refrigerant circuit is divided into a main circulation circuit and a bypass circuit. The main circulation circuit and the bypass circuit are connected in parallel to the compressor, and the condenser and the evaporator are connected in series to the main circulation circuit in sequence.

14. The secondary circuit thermal management system according to claim 13, wherein: The main circulation loop is further provided with a subcooler and a liquid reservoir, the liquid reservoir and the subcooler are sequentially arranged between the condenser and the evaporator, and the condenser and the subcooler are arranged in at least the same water cooling loop; And / or, the main circulation loop is further provided with a first throttle valve, and the first throttle valve is connected between the condenser and the evaporator; And / or, a second throttle valve is provided on the bypass circuit.

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

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