Thermal management system and vehicle

Abstract

The invention discloses a thermal management system and a vehicle, and belongs to the field of thermal management. A first heat exchange flow path and a second heat exchange flow path of the thermal management system exchange heat with a refrigerant flow path; the electric drive cooling flow path and the first heat exchange flow path selectively communicate through the ten-way valve to form a first loop, the electric drive cooling flow path and the second heat exchange flow path communicate with the ten-way valve, and the second heat exchange flow path communicates with the four-way valve to jointly form a second loop. The electric drive cooling flow path, the battery cooling flow path, the first heat exchange flow path and the second heat exchange flow path communicate with the ten-way valve, and the second heat exchange flow path communicates with the four-way valve to jointly form a third loop. Switching of large circulation and small circulation of the electric drive cooling flow path is achieved through the ten-way valve and the four-way valve, series heat exchange between the electric drive cooling flow path and the battery flow path can also be achieved, the first heat exchange flow path and the second heat exchange flow path are both suitable for heat exchange with the refrigerant flow path, and rapid switching of all modes is achieved through combination of the ten-way valve and the four-way valve; and different heat exchange requirements are met.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more particularly to a thermal management system and a vehicle. Background Technology

[0002] In today's environment, energy conservation and emission reduction have become an inevitable trend for the future. Among them, heat pumps for electric vehicle thermal management are already very common. The multiple modes of the thermal management system of hybrid vehicles can switch between each other and work in coordination to achieve the effect of energy conservation and emission reduction.

[0003] However, in thermal management systems, the heat exchange effect is limited under different scenarios, and the switching between multiple modes is quite complex, leaving room for improvement. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system. The thermal management system firstly realizes the large circulation and small circulation of the electric drive cooling flow path through a ten-way valve and a four-way valve. At the same time, it can also realize series heat exchange between the electric drive cooling flow path and the battery flow path. Furthermore, both the first and second heat exchange flow paths are suitable for heat exchange with the refrigerant flow path. The combination of the ten-way valve and the four-way valve enables rapid switching between the various modes, and the switching is simple.

[0005] According to an embodiment of the present invention, a thermal management system includes: an electric drive cooling flow path, a battery cooling flow path, a first heat exchange flow path, a second heat exchange flow path, a ten-way valve, and a four-way valve; the first heat exchange flow path and the second heat exchange flow path are adapted to exchange heat with a refrigerant flow path respectively; the electric drive cooling flow path and the first heat exchange flow path are selectively connected through the ten-way valve to form a first loop; the electric drive cooling flow path and the second heat exchange flow path are respectively connected to the ten-way valve and the second heat exchange flow path is connected to the four-way valve to jointly form a second loop; the electric drive cooling flow path, the battery cooling flow path, the first heat exchange flow path, and the second heat exchange flow path are respectively connected to the ten-way valve and the second heat exchange flow path is connected to the four-way valve to jointly form a third loop.

[0006] According to the thermal management system of the present invention, by selectively coordinating the ten-way valve, the four-way valve, and the first and second heat exchange flow paths, it can not only switch the large circulation of the electric drive cooling flow path to dissipate heat from the electrical components through the low-temperature radiator and avoid overheating; it can also switch the small circulation of the electric drive cooling flow path to ensure uniform heating of the internal water channels of each heat-generating component, keeping each component in its high-efficiency operating range, thus achieving energy saving and consumption reduction; furthermore, it can also connect the electric drive cooling flow path and the battery cooling flow path in series, allowing the battery in the battery cooling flow path and the electrical components in the electric drive cooling flow path to dissipate heat together, thus achieving energy saving and consumption reduction.

[0007] According to an embodiment of the thermal management system of the present invention, the electric drive cooling flow path includes an electrical component flow path, a first electric drive cooling flow path, and a low-temperature heat dissipation flow path. The low-temperature heat dissipation flow path is provided with a low-temperature heat sink, and the low-temperature heat dissipation flow path and the first electric drive cooling flow path are connected in parallel. The electrical component flow path is adapted to be connected in series with the first electric drive cooling flow path via the ten-way valve and the first heat exchange flow path to form a first loop, and the electrical component flow path is adapted to be connected in series with the low-temperature heat dissipation flow path via the ten-way valve and the second heat exchange flow path to form a second loop.

[0008] According to an embodiment of the thermal management system of the present invention, the ten-way valve includes a ten-way first port, a ten-way third port, a ten-way fifth port, a ten-way ninth port, and a ten-way tenth port. The ten-way first port and the ten-way tenth port are adapted to communicate with the ten-way third port, and the ten-way fifth port and the ten-way ninth port are connected. The medium at the outlet of the electrical component flow path is adapted to flow to the ten-way first port and / or the ten-way tenth port, and flows through the ten-way third port to the inlet of the first heat exchange flow path, flows through the outlet of the first heat exchange flow path to the ten-way fifth port, and flows through the ten-way ninth port to the inlet of the first electric drive cooling flow path, and then flows through the outlet of the first electric drive cooling flow path to the inlet of the electrical component flow path.

[0009] According to an embodiment of the thermal management system of the present invention, the ten-way valve includes a ten-way first port, a ten-way second port, a ten-way seventh port, a ten-way eighth port, and a ten-way tenth port. The ten-way first port and the ten-way tenth port are respectively connected to the ten-way second port, and the ten-way eighth port is connected to the ten-way seventh port. The medium at the outlet of the electrical component flow path is adapted to flow to the ten-way first port and / or the ten-way tenth port, and flows through the ten-way second port to the inlet of the second heat exchange flow path, then flows through the outlet of the second heat exchange flow path to the ten-way eighth port, and flows through the ten-way seventh port to the inlet of the low-temperature heat dissipation flow path. The outlet of the low-temperature heat dissipation flow path flows to the inlet of the electrical component flow path.

[0010] According to an embodiment of the thermal management system of the present invention, the ten-way valve includes a ten-way first port, a ten-way second port, a ten-way third port, a ten-way fourth port, a ten-way fifth port, a ten-way sixth port, a ten-way seventh port, a ten-way eighth port, and a ten-way tenth port; when the temperature of the electric drive cooling flow path is within a first preset range, the outlet of the electrical component flow path is adapted to connect to the ten-way first port and / or the ten-way tenth port, the ten-way seventh port is connected to the inlet of the low-temperature heat dissipation flow path, the outlet of the low-temperature heat dissipation flow path is connected to the inlet of the electrical component, the ten-way tenth port and the ten-way first port are respectively connected to the ten-way second port, the ten-way third port and the ten-way fourth port are connected, the ten-way fifth port and the ten-way seventh port are connected, and the ten-way... The eighth port is connected to the sixth port of the ten-way valve; the medium of the electrical component is adapted to flow through the first port of the ten-way valve and / or the tenth port of the ten-way valve, then through the second port of the ten-way valve to the inlet of the second heat exchange path, through the second heat exchange path and the four-way valve to the eighth port of the ten-way valve, and through the sixth port of the ten-way valve to the inlet of the battery cooling path, through the outlet of the battery cooling path to the inlet of the fourth port of the ten-way valve, then through the fourth port of the ten-way valve to the third port of the ten-way valve, and through the third port of the ten-way valve to the inlet of the first heat exchange path, and through the outlet of the first heat exchange path to the fifth port of the ten-way valve, and through the fifth port of the ten-way valve to the seventh port of the ten-way valve to the low-temperature heat dissipation path.

[0011] According to the thermal management system of the present invention, the power component flow path includes a first branch and a second branch connected in parallel. The first branch includes at least one of a transmission oil cooler, a water-cooled intercooler, and a drive motor controller. The second branch includes at least one of a vehicle infotainment system, an intelligent driving domain controller, and a six-in-one electric drive module. The outlet of the first branch is adapted to connect to the tenth port of the ten-channel system, and the outlet of the second branch is adapted to connect to the first port of the ten-channel system. The outlet of the low-temperature heat dissipation flow path flows to the inlets of the first branch and the second branch.

[0012] According to an embodiment of the thermal management system of the present invention, the refrigerant flow path is provided with a first heat exchanger and a second heat exchanger connected in series. The refrigerant flow path is adapted to exchange heat with the first heat exchange path through the first heat exchanger, and the refrigerant flow path is also adapted to exchange heat with the second heat exchange path through the second heat exchanger.

[0013] According to the thermal management system of the present invention, when the temperature of the electric drive cooling flow path is within a second preset range, the battery cooling flow path is adapted to be connected to the first heat exchange flow path through the ten-way valve, and the first heat exchange flow path exchanges heat with the refrigerant flow path through the first heat exchanger, so that the refrigerant in the refrigerant flow path cools the battery cooling flow path.

[0014] According to an embodiment of the thermal management system of the present invention, the refrigerant flow path is adapted to exchange heat with the first heat exchange path through the first heat exchanger to absorb heat from the electric drive cooling path and / or the environment, and the heat from the refrigerant flow path is adapted to be released to the second heat exchange path through the second heat exchanger. When the second heat exchange path and the ten-way valve are connected to the battery cooling path, heat flows to the battery cooling path and heats the battery, and / or, the second heat exchange path is connected to the warm air flow path, and the heat released to the second heat exchange path is adapted to be applied to the passenger compartment through the warm air flow path.

[0015] According to an embodiment of the thermal management system of the present invention, the four-way valve is provided with a four-way first port, a four-way second port, a four-way third port, and a four-way fourth port. The four-way fourth port and the four-way second port are connected, and the four-way second port and the four-way third port are connected. The heat after the second heat exchanger exchanges heat with the refrigerant flow path is suitable to flow through the ten-way valve to the inlet of the battery cooling flow path. The medium at the outlet of the battery cooling flow path flows through the ten-way valve to the four-way third port, and then flows through the four-way third port to the four-way second port, and then flows back to the second heat exchanger through the four-way second port. And / or, the heat after the second heat exchanger exchanges heat with the refrigerant flow path is suitable to flow through the second heat exchange flow path to the warm air flow path, and then flows through the warm air flow path to the four-way fourth port, and then flows back to the second heat exchanger through the four-way second port.

[0016] According to an embodiment of the thermal management system of the present invention, the engine flow path is adapted to exchange heat with the warm air flow path via a third heat exchanger. The warm air flow path includes a warm air core. The medium at one outlet of the third heat exchanger is adapted to flow to the second heat exchange flow path, and flows through the second heat exchange flow path to the warm air core, and flows through the warm air core to the first four-way port, and flows through the first four-way port to one inlet of the third heat exchanger; and / or, the medium at one outlet of the third heat exchanger is adapted to flow to the second heat exchange flow path, and flows through the ten-way valve to the battery cooling flow path to heat the battery. The medium flowing out of the ten-way valve is adapted to flow to the third four-way port, and flows through the second four-way port to the second heat exchanger.

[0017] According to an embodiment of the thermal management system of the present invention, the second heat exchange flow path includes a fourth branch entering the ten-way valve from the four-way valve and a fifth branch flowing out through the ten-way valve, a sixth branch is provided between the fourth branch and the fifth branch, and the sixth branch is provided with a flow regulating valve.

[0018] According to an embodiment of the thermal management system of the present invention, the four-way valve is integrated with at least the third heat exchanger.

[0019] According to an embodiment of the thermal management system of the present invention, the ten-way valve is at least integrated with the first heat exchanger.

[0020] This invention also discloses a vehicle including the aforementioned thermal management system.

[0021] The advantages of the vehicle compared to existing technologies and the thermal management system compared to existing technologies are the same, and will not be elaborated here.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a main schematic diagram of the thermal management system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the small circulation of the electric drive cooling flow path according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the large circulation of the electric drive cooling flow path according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the electric drive cooling flow path and the battery cooling flow path connected in series according to an embodiment of the present invention; Figure 5 In this embodiment of the invention, the refrigerant flow path absorbs the heat from the electrical components of the electric drive cooling flow path and applies the heat to the battery cooling flow path to heat the battery and provide warmth to the crew compartment. Figure 6 In this embodiment of the invention, the refrigerant flow path absorbs heat from the environment through the electric drive cooling flow path and applies the heat to the battery cooling flow path to heat the battery and provide warmth to the crew compartment. Figure 7 In this embodiment of the invention, the heat from the engine is applied to the battery cooling flow path to heat the battery and to the warm air flow path to heat the passenger compartment. Figure 8 In this embodiment of the invention, the engine flow path is controlled to be a large circulation loop via a thermostat; Figure 9 This embodiment of the invention controls the engine cooling cycle through a thermostat; Figure 10 This is the flow path for air conditioning cooling in an embodiment of the present invention.

[0024] Figure label: Thermal management system 100, electric drive cooling flow path 1, electrical component flow path 11, first branch 111, transmission oil cooler 1111, water-cooled intercooler 1112, drive motor controller 1113, second branch 112, six-in-one electric drive module 1121, third branch 113, vehicle infotainment system 1131, intelligent driving domain controller 1132, low-temperature heat dissipation flow path 12, low-temperature radiator 121, first electric drive cooling flow path 13, battery cooling flow path 2. Battery 21, refrigerant flow path 3, first heat exchanger 31, first heat exchanger first outlet 311, first heat exchanger first inlet 312, first heat exchanger second inlet 313, first heat exchanger second outlet 314, second heat exchanger 32, second heat exchanger first inlet 321, second heat exchanger second outlet 322, second heat exchanger first outlet 323, second heat exchanger second inlet 324, compressor 33, hot gas bypass circuit 34, hot gas bypass valve 341, gas-liquid separator Heat exchanger 35, evaporator 36, first heat exchange flow path 4, second heat exchange flow path 5, three-way pipe 51, flow regulating valve 52, fourth branch 53, fifth branch 54, sixth branch 55, ten-way valve 6, ten-way tenth port 60, ten-way first port 61, ten-way second port 62, ten-way third port 63, ten-way fourth port 64, ten-way fifth port 65, ten-way sixth port 66, ten-way seventh port 67, ten-way eighth port 68, ten-way ninth port 69, warm air flow path 7 71, heater core, 8, four-way valve, 81, 82, 83, 84, engine flow path, 9, engine, 91, high-temperature radiator, 92, thermostat, 93, 931, 932, 933, 10, 101, 102, 103, 104. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0026] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] The following is for reference. Figures 1-10 The thermal management system 100 according to an embodiment of the present invention is described. The thermal management system 100 firstly realizes the large circulation and small circulation of the electric drive cooling flow path 1 through a ten-way valve 6 and a four-way valve 8. Simultaneously, it also realizes series heat exchange between the electric drive cooling flow path 1 and the battery cooling flow path 2. Furthermore, both the first heat exchange flow path 4 and the second heat exchange flow path 5 are suitable for heat exchange with the refrigerant flow path 3. The switching between the ten-way valve 6 and the four-way valve 8 enables rapid switching between modes, making switching simple. Additionally, the switching between the ten-way valve 6 and the four-way valve 8 allows the refrigerant flow path 3 to absorb heat from the electrical components of the electric drive cooling flow path 1 or heat from the environment, and to apply this heat to heating the battery 21 or heating the passenger compartment. Furthermore, the heat from the engine flow path 9 can also be applied to heating the passenger compartment and heating the battery 21 in the battery cooling flow path 2, saving energy, centralizing piping, and facilitating switching.

[0028] like Figure 1-10 As shown, a thermal management system 100 according to an embodiment of the present invention includes: an electric drive cooling flow path 1, a battery cooling flow path 2, a first heat exchange flow path 4, a second heat exchange flow path 5, a ten-way valve 6, and a four-way valve 8.

[0029] The first heat exchange path 4 and the second heat exchange path 5 are adapted to exchange heat with the refrigerant path 3 respectively; the electric drive cooling path 1 and the first heat exchange path 4 are selectively connected through a ten-way valve 6 to form a first loop; the electric drive cooling path 1 and the second heat exchange path 5 are respectively connected to the ten-way valve 6 and the second heat exchange path 5 is connected to the four-way valve 8 to form a second loop; the electric drive cooling path 1, the battery cooling path 2, the first heat exchange path 4, and the second heat exchange path 5 are respectively connected to the ten-way valve 6 and the second heat exchange path 5 is connected to the four-way valve 8 to form a third loop.

[0030] In practice, both the first heat exchange path 4 and the second heat exchange path 5 are selectively connected to the ten-way valve 6, and both the first heat exchange path 4 and the second heat exchange path 5 can exchange heat with the refrigerant path 3. Simultaneously, the electric drive cooling path 1 is also connected to the ten-way valve 6, and the battery cooling path 2 is also connected to the ten-way valve 6. Thus, the electric drive cooling path 1 can be connected to the first heat exchange path 4 via the ten-way valve 6, or the electric drive cooling path 1 can be connected to the second heat exchange path 5 via the ten-way valve 6 and the four-way valve 8. When the first heat exchange path 4 and the second heat exchange path 5 exchange heat with the refrigerant path 3, the refrigerant path 3 can absorb the heat from the electric drive cooling path 1 and apply it to the crew compartment heating or the battery 2. 1. Heating; or the electric drive cooling flow path 1 can be connected to the first heat exchange flow path 4 and the ten-way valve 6 to realize the small heat dissipation circulation of the electric drive cooling flow path 1 itself. The small heat dissipation circulation is also the first loop. The heat generated by the electrical components can circulate in the first loop and use the water circuit inside the electrical components for uniform heating to improve the operating efficiency of each component of the electrical components. Alternatively, the electric drive cooling flow path 1 can be connected to the second heat exchange flow path 5, the ten-way valve 6, and the four-way valve 8 to realize the large heat dissipation circulation of the electric drive cooling flow path 1. The large heat dissipation circulation is also the second loop. This means that the heat of the electrical components is reduced by a faster way of heat dissipation, and different heat dissipation cycles can be realized at different temperatures.

[0031] Of course, when the refrigerant flow path 3 absorbs the heat from the electric drive cooling flow path 1, the battery cooling flow path 2 can also be connected to the refrigerant flow path 3 through the ten-way valve 6, the second heat exchange flow path 5, and the four-way valve 8. This allows the refrigerant flow path 3 to absorb the heat from the electric drive cooling flow path 1 and apply it to the battery cooling flow path 2. The battery cooling flow path 2 includes the battery 21, thereby absorbing the heat from the electric drive cooling flow path 1 to heat the battery 21.

[0032] In addition, the electric drive cooling flow path 1 and the battery cooling flow path 2 can be connected together through the first heat exchange flow path 4, the second heat exchange flow path 5, the ten-way valve 6, and the four-way valve 8 to form a third loop, realizing the series connection between the electric drive cooling flow path 1 and the battery cooling flow path 2. Then, when the electric drive cooling flow path 1 is cooled, the battery 21 of the battery cooling flow path 2 can be cooled at the same time, thereby saving energy and reducing consumption.

[0033] Therefore, in this embodiment of the invention, the electric drive cooling path 1, the battery cooling path 2, and the refrigerant path 3 can be selectively connected through the ten-way valve 6, the first heat exchange path 4, the second heat exchange path 5, and the four-way valve 8, so as to realize the switching of different modes. During operation, the switching of the ten-way valve 6 and the four-way valve 8 can realize the rapid switching of multiple modes. The structure has a higher degree of integration, reduces the number of pipes used and the dispersion of pipes, and saves space.

[0034] In some embodiments, the electric drive cooling flow path 1 includes an electrical component flow path 11, a first electric drive cooling flow path 13, and a low-temperature heat dissipation flow path 12. The low-temperature heat dissipation flow path 12 is provided with a low-temperature heat sink 121. The low-temperature heat dissipation flow path 12 and the first electric drive cooling flow path 13 are connected in parallel. The electrical component flow path 11 is adapted to be connected in series with the first electric drive cooling flow path 13 through a ten-way valve 6 and a first heat exchange flow path 4 to form a first loop. The electrical component flow path 11 is also adapted to be connected in series with the low-temperature heat dissipation flow path 12 through a ten-way valve 6 and a second heat exchange flow path 5 to form a second loop.

[0035] Reference Figure 1 As shown, the power component flow path 11 can be mainly used to set up relevant power components. In low-temperature working scenarios, the power components need to be heated, or in low-temperature scenarios, they need to be cooled. Figure 1 In this system, the medium at the outlet of the power component flow path 11 can selectively flow to the inlet of the first electric drive cooling flow path 13 or the low-temperature heat dissipation flow path 12 through the ten-way valve 6. Alternatively, the medium at the outlet of the power component flow path 11 can simultaneously flow to the inlet of both the first electric drive cooling flow path 13 and the low-temperature heat dissipation flow path 12 after passing through the ten-way valve 6. This allows for the selection of an appropriate heat dissipation method when the power component is at different temperatures. For example, when the temperature is high, the appropriate method can be selected for heat dissipation. When the temperature is low, the water channels inside each power component can be heated evenly without passing through the low-temperature heat dissipation flow path 12. This keeps the components of the power component in their high-efficiency operating range, thus achieving energy saving and consumption reduction.

[0036] It should be noted that when the medium in the power component flow path 11 flows to the first heat exchange flow path 4 through the ten-way valve 6, it can flow back to the first electric drive cooling flow path 13 through the ten-way valve 6 again. At this time, the power component flow path 11 and the first electric drive cooling flow path 13 are connected and form a cycle, which is the aforementioned small cycle. After the medium in the power component flow path 11 flows to the second heat exchange flow path 5 through the ten-way valve 6, it flows to the low-temperature heat dissipation flow path 12 through the ten-way valve 6 again. The low-temperature heat dissipation flow path 12 is equipped with a low-temperature heat sink 121, thereby realizing the connection and circulation between the power component flow path 11 and the low-temperature heat dissipation flow path 12. This is the large cycle. The large cycle can be applied to application scenarios where the temperature of the power component is high and heat dissipation is required, while the small cycle is applied to scenarios where the various components of the power component need to be kept at a uniform temperature to maintain the power component in an efficient operating range.

[0037] Therefore, when the outlet of the power component flow path 11 is connected to the low-temperature heat dissipation flow path 12 or the first electric drive cooling flow path 13, the switching can be achieved by the ten-way valve 6 combined with the selective connection of the first heat exchange flow path 4 and the second heat exchange flow path 5. The connection of the ten-way valve 6 and the four-way valve 8 with the electric drive cooling flow path 1 not only enables the electric drive cooling flow path 1 to circulate itself, but also enables the connection and heat exchange with the battery cooling flow path 2 through the ten-way valve 6, the four-way valve 8, the first heat exchange flow path 4, and the second heat exchange flow path 5. It integrates more functions and can select the optimal heat exchange effect according to the actual situation.

[0038] In some embodiments, the ten-way valve 6 includes a ten-way first port 61, a ten-way third port 63, a ten-way fifth port 65, a ten-way ninth port 69, and a ten-way tenth port 60. The ten-way first port 61 and the ten-way tenth port 60 are adapted to communicate with the ten-way third port 63, and the ten-way fifth port 65 and the ten-way ninth port 69 are adapted to communicate. The medium at the outlet of the electrical component flow path 11 is adapted to flow to the ten-way first port 61 and / or the ten-way tenth port 60, and flows through the ten-way third port 63 to the inlet of the first heat exchange flow path 4, flows through the outlet of the first heat exchange flow path 4 to the ten-way fifth port 65, and flows through the ten-way ninth port 69 to the inlet of the first electric drive cooling flow path 13, and then flows through the outlet of the first electric drive cooling flow path 13 to the inlet of the electrical component flow path 11.

[0039] Reference Figure 2 As shown, at this time, the first port 61 and the tenth port 60 of the ten-way valve are both connected to the third port 63 of the ten-way valve, and the fifth port 65 and the ninth port 69 of the ten-way valve are also connected. The medium of the electrical component flow path 11 can enter the ten-way valve 6 through the first port 61 and the tenth port 60 of the ten-way valve. Since the first port 61 and the tenth port 60 of the ten-way valve are both connected to the third port 63 of the ten-way valve, the medium can flow to the third port 63 of the ten-way valve after passing through the first port 61 and the tenth port 60 of the ten-way valve. It then flows to the inlet of the first heat exchange flow path 4 through the third port 63 of the ten-way valve, and then flows to the fifth port 65 of the ten-way valve through the outlet of the first heat exchange flow path 4. Since the fifth port 65 of the ten-way valve is connected to the ninth port 69 of the ten-way valve, it can flow to the first electric drive cooling flow path 13 through the ninth port 69 of the ten-way valve. At this time, it is the small circulation of the electric drive cooling flow path 1.

[0040] When the temperature of the electric drive cooling flow path 1 is low, such as when the water temperature of the electric drive cooling flow path 1 is below 45°C, the small circulation of the electric drive cooling flow path 1 can be controlled by the ten-way valve 6 to use the internal water circuits of each component in the electric assembly for uniform heating. If the electric assembly includes the transmission oil cooler 1111, the uniform heating can increase the intake air temperature of the engine 91 and the transmission oil temperature. Furthermore, the uniform heating of each component of the electric assembly can keep each part in the high-efficiency working range, thus achieving the effect of energy saving and consumption reduction.

[0041] Therefore, when the first heat exchange path 4 does not exchange heat with the refrigerant path 3, the first heat exchange path 4 can be connected to the electrical component path 11 and the first electric drive cooling path 13 through the ten-way valve 6 to achieve uniform temperature in each component of the electrical component. When the first heat exchange path 4 exchanges heat with the refrigerant path 3, the refrigerant path 3 can also absorb the heat from the electrical component path 11 through the first heat exchange path 4, so that the heat can be rationally applied to other modes that require heating, achieving rational application of heat. In other words, by connecting the ten-way valve 6, the first heat exchange path 4 with the electrical component path 11 and the first electric drive cooling path 13, it is possible to achieve uniform temperature in the electrical component path 11 and improve the working efficiency of each component, and also to connect with the refrigerant path 3 and exchange heat.

[0042] In some embodiments, the ten-way valve 6 includes a ten-way first port 61, a ten-way second port 62, a ten-way seventh port 67, a ten-way eighth port 68, and a ten-way tenth port 60. The ten-way first port 61 and the ten-way tenth port 60 are respectively connected to the ten-way second port 62, and the ten-way eighth port 68 and the ten-way seventh port 67 are connected. The medium at the outlet of the electrical component flow path 11 is adapted to flow to the ten-way first port 61 and / or the ten-way tenth port 60, and flows through the ten-way second port 62 to the inlet of the second heat exchange flow path 5, and then flows through the outlet of the second heat exchange flow path 5 to the ten-way eighth port 68, and flows through the ten-way seventh port 67 to the inlet of the low-temperature heat dissipation flow path 12. The outlet of the low-temperature heat dissipation flow path 12 flows to the inlet of the electrical component flow path 11.

[0043] Reference Figure 3 As shown, the 10-way valve 6 is configured such that the first port 61 and the tenth port 60 can be connected to the second port 62, and the eighth port 68 and the seventh port 67 can be connected. At this time, the low-temperature heat dissipation path 12 is connected to the electrical components through the 10-way valve 6, the second heat exchange path 5, and the four-way valve 8. That is, when the low-temperature heat dissipation path 12 dissipates heat from the electrical components, the medium flows through the outlet of the electrical components to the first port 61 and / or the tenth port 60. Since the first port 61 and the tenth port 60 are connected to the second port 62, the medium can continue to flow through the second port 62 to the inlet of the second heat exchange path 5. After passing through the four-way valve 8, the medium continues to flow from the outlet of the second heat exchange path 5 to the ten-way eighth port 68. The ten-way eighth port 68 and the ten-way seventh port 67 are connected, so the medium can continue to flow through the ten-way seventh port 67 to the inlet of the low-temperature radiator 121, and then through the outlet of the low-temperature radiator 121 to the electrical component flow path 11. In other words, the low-temperature radiator 121 can dissipate heat from the electrical component. If the water temperature in the electric drive cooling flow path 1 is greater than 50°C, it indicates that the electrical component generates a lot of heat when it is working. The electrical component needs to be cooled by the low-temperature radiator 121 to prevent the electrical component from being damaged or malfunctioning due to overheating.

[0044] In addition, by setting the four-way valve 8, the second heat exchange flow path 5 can be connected to other flow paths. When it is necessary to add other flow paths, the second heat exchange flow path 5 and the ten-way valve 6 can be connected to the electric drive cooling flow path 1, and can also be connected to other flow paths. This not only allows the electric drive cooling flow path 1 to dissipate heat, but also allows the heat from the electric drive cooling flow path 1 to be applied to other scenarios through the switching of the four-way valve 8. In other words, by combining the ten-way valve 6, the four-way valve 8, and the second heat exchange flow path 5, multiple application scenarios can be switched, such as heat dissipation scenarios, or after the refrigerant flow path 3 absorbs the heat from the electric drive cooling flow path 1, it can be combined with the four-way valve 8 to apply the heat to other scenarios that need heating.

[0045] In some embodiments, the ten-way valve 6 includes a ten-way first port 61, a ten-way second port 62, a ten-way third port 63, a ten-way fourth port 64, a ten-way fifth port 65, a ten-way sixth port 66, a ten-way seventh port 67, a ten-way eighth port 68, and a ten-way tenth port 60. When the temperature of the electric drive cooling flow path 1 is within a first preset range, the outlet of the power component flow path 11 is adapted to connect to the ten-way first port 61 and / or the ten-way tenth port 60. The ten-way seventh port 67 is connected to the inlet of the low-temperature heat dissipation flow path 12. The outlet of the low-temperature heat dissipation flow path 12 is connected to the inlet of the power component. The ten-way tenth port 60 and the ten-way first port 61 are respectively connected to the ten-way second port 62, the ten-way third port 63 and the ten-way fourth port 64, the ten-way fifth port 65 and the ten-way seventh port 67, and the ten-way eighth port 68 and the ten-way sixth port 66.

[0046] The medium of the electrical components is suitable to flow through the first port 61 and / or the tenth port 60 of the ten-way system, then through the second port 62 of the ten-way system to the inlet of the second heat exchange path 5, through the second heat exchange path 5 and the four-way valve 8, then through the eighth port 68 of the ten-way system, and through the sixth port 66 of the ten-way system to the inlet of the battery cooling path 2, through the outlet of the battery cooling path 2 to the inlet of the fourth port 64 of the ten-way system, then through the fourth port 64 of the ten-way system to the third port 63 of the ten-way system, and through the third port 63 of the ten-way system to the inlet of the first heat exchange path 4, and through the outlet of the first heat exchange path 4 to the fifth port 65 of the ten-way system, and through the fifth port 65 of the ten-way system to the seventh port 67 of the ten-way system to flow into the low-temperature heat dissipation path 12.

[0047] Specifically, when the temperature of the electric drive cooling flow path 1 is less than 25°C and the ambient temperature is low, the electric drive cooling flow path 1 and the battery cooling flow path 2 are connected in series by the ten-way valve 6.

[0048] like Figure 4As shown, when the low-temperature radiator 121 dissipates heat from the battery 21 in the battery cooling flow path 2, the medium, after being cooled by the low-temperature radiator 121, flows through the first port 61 and the tenth port 60 of the ten-way valve into the ten-way valve 6, and through the second port 62 of the ten-way valve into the second heat exchange flow path 5. After passing through the four-way valve 8, it flows to the outlet of the second heat exchange flow path 5, and through the outlet of the second heat exchange flow path 5, it flows to the eighth port 68 of the ten-way valve 6. Since the eighth port 68 of the ten-way valve and the sixth port 66 of the ten-way valve are connected, the medium flows through the eighth port 68 of the ten-way valve to the sixth port 66 of the ten-way valve, and through the sixth port 66 of the ten-way valve to the inlet of the battery cooling flow path 2, and then through the battery cooling flow path 2... The outlet flows to the fourth port 64 of the ten-channel circuit. Since the fourth port 64 of the ten-channel circuit is connected to the third port 63 of the ten-channel circuit, the flow goes through the fourth port 64 to the third port 63 of the ten-channel circuit and then to the inlet of the first heat exchange flow path 4. After passing through the outlet of the first heat exchange flow path 4, the flow goes through the fifth port 65 of the ten-channel circuit. Since the fifth port 65 of the ten-channel circuit is connected to the seventh port 67 of the ten-channel circuit, the flow goes through the fifth port 65 to the seventh port 67 of the ten-channel circuit and then returns to the inlet of the low-temperature radiator 121 through the seventh port 67 of the ten-channel circuit. Then, it goes through the outlet of the low-temperature radiator 121 for another cycle. This allows the low-temperature radiator 121 to dissipate heat for the electrical components of the electric drive cooling flow path 1, and at the same time dissipate heat for the battery 21 of the battery cooling flow path 2.

[0049] In other words, at this time, the electric drive cooling path 1 and the battery cooling path 2 can be selectively connected in series by the ten-way valve 6, the four-way valve 8, the second heat exchange path 5 and the first heat exchange path 4, and the low-temperature radiator 121 can be used to dissipate heat at the same time, which can achieve the effect of energy saving and consumption reduction.

[0050] In some embodiments, the electrical component flow path 11 includes a first branch 111 and a second branch 112 connected in parallel. The first branch 111 includes at least one of a transmission oil cooler 1111, a water-cooled intercooler 1112, and a drive motor controller 1113. The second branch 112 includes at least one of a vehicle infotainment system 1131, a smart driving domain controller 1132, and a six-in-one electric drive module 1121. The outlet of the first branch 111 is adapted to connect to the tenth port 60 of the ten-way system, and the outlet of the second branch 112 is adapted to connect to the first port 61 of the ten-way system. The outlet of the low-temperature heat dissipation flow path 12 connects to the inlets of the first branch 111 and the second branch 112.

[0051] In practice, the first branch 111 can be equipped with a transmission oil cooler 1111, or a transmission oil cooler 1111 and a water-cooled intercooler 1112. Alternatively, it can be equipped with a water-cooled intercooler 1112 and a drive motor controller 1113, or a combination of a transmission oil cooler 1111, a water-cooled intercooler 1112, and a drive motor controller 1113. The second branch 112 can be equipped with a vehicle infotainment system 1131, a smart driving domain controller 1132, and a six-in-one electric drive module 1121. Alternatively, one or two of these three components can be selectively configured. A third branch 113 can also be configured on one side of the second branch 112, with the vehicle infotainment system 1131 and the smart driving domain controller 1132 configured on the third branch 113, and the six-in-one electric drive module 1121 configured on the second branch 112.

[0052] Furthermore, the drive motor controller 1113, water-cooled intercooler 1112, and transmission oil cooler 1111 are all located in the front engine compartment of the vehicle, making it more convenient to connect the drive motor controller 1113, water-cooled intercooler 1112, and transmission oil cooler 1111 in series with the first branch 111.

[0053] The other components, such as the vehicle infotainment system 1131 and the six-in-one electric drive module 1121, should be placed in areas with good heat dissipation. Placing the vehicle infotainment system 1131, the six-in-one electric drive module 1121, and the intelligent driving domain controller 1132 in the second branch 112 can achieve heat distribution and avoid heat concentration. Alternatively, the six-in-one electric drive module 1121 can be placed in the second branch 112, while the vehicle infotainment system 1131 and the intelligent driving domain controller 1132 can be placed in the third branch 113. Compared to the six-in-one electric drive module 1121, the vehicle infotainment system 1131 and the intelligent driving domain controller 1132 are smaller in size. Since both the vehicle infotainment system 1131 and the intelligent driving domain controller 1132 mainly perform control-related functions, their layout is reasonable. Therefore, they can be placed in the third branch 113 with the vehicle infotainment system 1131 to achieve reasonable distribution of coolant, resulting in higher efficiency during heating or cooling. The 1121 six-in-one electric drive module is a module that integrates multiple core components into one, such as a motor, reducer, DC converter and power distribution module, etc. This highly integrated design can reduce volume and weight compared with the split structure.

[0054] In some embodiments, the refrigerant flow path 3 is provided with a first heat exchanger 31 and a second heat exchanger 32 connected in series. The refrigerant flow path 3 is adapted to exchange heat with the first heat exchange flow path 4 through the first heat exchanger 31, and the refrigerant flow path 3 is also adapted to exchange heat with the second heat exchange flow path 5 through the second heat exchanger 32.

[0055] The first heat exchanger 31 is provided with a first heat exchange outlet 311, a first heat exchange inlet 312, a first heat exchange inlet 313, and a first heat exchange outlet 314. The first heat exchange inlet 312 and the first heat exchange outlet 311 are used to connect to the first heat exchange flow path 4, and the first heat exchange inlet 313 and the first heat exchange outlet 314 are used to connect to the refrigerant flow path 3. This allows the coolant to exchange heat with the refrigerant in the refrigerant flow path 3 when it flows through the first heat exchange flow path 4. When the first heat exchange flow path 4 forms a small circulation with the electric drive cooling flow path 1 and the ten-way valve 6, the first heat exchange flow path 4 can absorb the heat from the electrical components of the electric drive cooling flow path 1 and exchange heat with the refrigerant flow path 3. This allows the refrigerant temperature to rise and the heat to be applied to the battery cooling flow path 2 or the passenger compartment, thus achieving the rational use of heat.

[0056] In addition, the second heat exchanger 32 includes a second heat exchange first inlet 321, a second heat exchange second outlet 322, a second heat exchange first outlet 323, and a second heat exchange second inlet 324. The second heat exchange first inlet 321 and the second heat exchange first outlet 323 are connected to the second heat exchange flow path 5. The second heat exchange second outlet 322 and the second heat exchange second inlet 324 are connected to the refrigerant flow path 3. After the refrigerant in the refrigerant flow path 3 exchanges heat with the first heat exchange flow path 4 through the first heat exchanger 31 and absorbs the heat from the electrical components, it can be used to exchange heat through the second heat exchanger 32, so that the second heat exchange flow path 5 absorbs the heat of the refrigerant and achieves heating of the battery 21 or heating of the crew compartment through the switching of the ten-way valve 6 and the four-way valve 8.

[0057] Therefore, by setting the first heat exchanger 31 and the second heat exchanger 32, the electric drive cooling flow path 1 and the refrigerant flow path 3 can be connected, and the refrigerant flow path 3 can be connected to the battery cooling flow path 2 through the ten-way valve 6 and the second heat exchange flow path 5, so that the refrigerant in the refrigerant flow path 3 can absorb heat and apply the heat to the battery cooling flow path 2 to heat the battery 21.

[0058] In some embodiments, when the temperature of the electric drive cooling flow path 1 is within a second preset range, the battery cooling flow path 2 is adapted to be connected to the first heat exchange flow path 4 through the ten-way valve 6. The first heat exchange flow path 4 exchanges heat with the refrigerant flow path 3 through the first heat exchanger 31, so that the refrigerant in the refrigerant flow path 3 cools the battery cooling flow path 2.

[0059] In practice, when the ambient temperature is high and the water temperature of the electric drive cooling flow path 1 is high, such as greater than 25°C, meaning that the low-temperature radiator 121 of the electric drive cooling flow path 1 cannot effectively cool the battery 21, the electric drive cooling flow path 1, the ten-way valve 6, and the first heat exchange flow path 4 can be connected. The first heat exchange flow path 4 can exchange heat with the refrigerant in the refrigerant flow path 3. For example, the refrigerant flow path 3 of the vehicle will cool, thereby reducing the temperature of the coolant in the first heat exchange flow path 4. The first heat exchange flow path 4 is connected to the battery cooling flow path 2 through the ten-way valve 6, so that the coolant in the first heat exchange flow path 4 can flow to the battery cooling flow path 2 to cool the battery 21 in the battery cooling flow path 2, thereby avoiding the problem of the battery 21 overheating.

[0060] In other words, when the battery 21 in battery cooling path 2 needs cooling, the temperature of electric drive cooling path 1 can be considered to determine whether to use the low-temperature radiator 121 of electric drive cooling path 1 to dissipate heat from the battery 21 in battery cooling path 2, which is passive cooling of the battery 21. However, when battery cooling path 2 needs to rely on the ten-way valve 6 to switch to the first heat exchange path 4 and the refrigerant path 3 for heat exchange, the first heat exchange path 4, after being cooled by the refrigerant, can be applied to battery cooling path 2, which is active cooling of the battery 21. Therefore, when the battery 21 needs cooling, a suitable and efficient cooling method can be selected based on the temperature of electric drive cooling path 1 and the required cooling temperature of the battery 21 to effectively cool the battery 21.

[0061] Additionally, it should be noted that the refrigerant flow path 3 includes a compressor 33, and a hot gas bypass circuit 34 is connected in parallel at both ends of the compressor 33. The hot gas bypass circuit 34 is equipped with a hot gas bypass valve 341. When the air conditioning system load is too low, the refrigerant may not be fully vaporized in the evaporator 36 and enter the compressor 33 in a liquid or wet vapor state. The hot gas bypass circuit 34 introduces the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 33 into the suction side, increases the suction temperature, and ensures that the refrigerant entering the compressor 33 is completely vaporized, thereby avoiding impact damage to the internal components of the compressor 33 caused by the liquid refrigerant.

[0062] Furthermore, the outlet of the compressor 33 is equipped with a gas-liquid separator 35. Since the gas-liquid mixture can cause pressure fluctuations in the pipeline and affect the stability of system operation, the gas-liquid separator 35 can allow the gaseous working fluid to enter the downstream pipeline smoothly, maintain the stability of system pressure, and reduce energy consumption fluctuations. Moreover, the gas-liquid separator 35 can intercept liquid in advance to prevent it from flowing back or entering downstream components and prevent component failure.

[0063] In some embodiments, the refrigerant flow path 3 is adapted to exchange heat with the first heat exchange flow path 4 through the first heat exchanger 31 to absorb heat from the electric drive cooling flow path 1 and / or the environment, and the heat from the refrigerant flow path 3 is adapted to be released to the second heat exchange flow path 5 through the second heat exchanger 32. When the second heat exchange flow path 5 and the ten-way valve 6 are connected to the battery cooling flow path 2, heat flows to the battery cooling flow path 2 and heats the battery 21, and / or the second heat exchange flow path 5 is connected to the warm air flow path 7, and the heat released to the second heat exchange flow path 5 is adapted to be applied to the passenger compartment through the warm air flow path 7.

[0064] like Figure 6 As shown, at this time, the refrigerant flow path 3 exchanges heat with the first heat exchanger 31 and the first heat exchange flow path 4. In the electric drive cooling flow path 1, when the electrical component flow path 11 and the low-temperature heat dissipation flow path 12 are connected through the ten-way valve 6, the low-temperature radiator 121 in the electric drive cooling flow path 1 can absorb heat from the environment during heat dissipation. The coolant in the electric drive cooling flow path 1 is connected between the second heat exchange flow path 5 and the ten-way valve 6. The second heat exchange flow path 5 is also connected to the first heat exchange flow path 4 through the ten-way valve 6. The first heat exchange flow path 4 is connected to the refrigerant flow path 3 through the first heat exchanger 31. The low-temperature radiator 121 absorbs heat from the environment and dissipates it through… Heat exchange occurs between the ten-way valve 6, the first heat exchange path 4, and the refrigerant path 3. After the refrigerant path 3 absorbs heat, it should be noted that the refrigerant path 3 is also equipped with a compressor 33. The refrigerant path 3 can also absorb the heat generated by the operation of the compressor 33. That is, after the refrigerant absorbs the heat from the environment and the heat generated by the operation of the compressor 33, the refrigerant can exchange heat with the second heat exchanger 32 and the second heat exchange path 5. The second heat exchange path 5 is also suitable for connecting to the warm air path 7. The warm air path 7 includes a warm air core 71. The warm air core 71 is the core component used to heat the passenger compartment. That is, the heat absorbed by the refrigerant path 3 can flow through the warm air path 7 to the warm air core 71 and then heat the passenger compartment.

[0065] Specifically, the first port 61 and the tenth port 60 of the ten-way valve are both connected to the second port 62 of the ten-way valve, and the third port 63 and the fourth port 64 of the ten-way valve are connected. At the same time, the fifth port 65 and the sixth port 66 of the ten-way valve are connected, and the eighth port 68 and the seventh port 67 of the ten-way valve are connected. That is to say, the medium flows through the power component flow path 11 to the first port 61 and the tenth port 60 of the ten-way valve, and through the first port 61 and the tenth port 60 of the ten-way valve to the second port 62 of the ten-way valve, and through the second port 62 of the ten-way valve to the second heat exchange flow path 5. The outlet of the second heat exchange flow path 5 flows to the eighth port 68 of the ten-way valve. Since the eighth port 68 of the ten-way valve is connected to the seventh port 67 of the ten-way valve, that is, through the seventh port 67 of the ten-way valve to the inlet of the low-temperature radiator 121, and through the outlet of the low-temperature radiator 121 to the inlet of the power component, and then to the ten-way valve 6, so that the low-temperature radiator 121 can absorb heat from the environment.

[0066] Of course, the coolant outlet of the battery cooling flow path 2 can also flow to the fourth port 64 of the ten-way valve, and then through the fourth port 64 to the third port 63 of the ten-way valve, and then through the third port 63 to the first heat exchange flow path 4 to exchange heat with the refrigerant flow path 3. That is, the refrigerant in the refrigerant flow path 3 absorbs heat from the first heat exchange flow path 4 through the first heat exchanger 31. The first heat exchange flow path 4 is connected to the low-temperature heat dissipation flow path 12, that is, the refrigerant flow path 3 absorbs heat from the environment through the first heat exchanger 31. The first heat exchange flow path 4 is connected to the battery cooling flow path 2 through the ten-way valve 6. For example, the outlet of the first heat exchange flow path 4 flows to the fifth port 65 of the ten-way valve 6, and then through the sixth port 66 of the ten-way valve to the battery cooling flow path 2, and then through the outlet of the battery cooling flow path 2 to the fourth port 64 of the ten-way valve to achieve circulation. In other words, the absorbed heat can be applied to the battery cooling flow path 2 to heat the battery 21 in the battery cooling flow path 2.

[0067] Thus, the second heat exchange path 5 and the warm air path 7 are connected. The heat absorbed from the environment can also flow through the second heat exchange first outlet 323 of the second heat exchanger 32 to the warm air path 7, and then to the warm air core 71, thereby absorbing heat from the environment to heat the crew compartment. It should be noted that the application to the crew compartment and the application to the cold air path of the battery 21 can be carried out simultaneously or selectively, that is, through the cooperation of the ten-way valve 6 and the four-way valve 8, the rational use of heat is achieved.

[0068] Additionally, refer to Figure 5As shown, when the power component flow path 11 and the first electric drive cooling flow path 13 are connected through the ten-way valve 6, and the ten-way valve 6 has the following connections: ten-way first port 61, ten-way ten port 60, and ten-way third port 63 connected; ten-way second port 62 and ten-way fourth port 64 connected; ten-way fifth port 65 and ten-way ninth port 69 connected; and ten-way eighth port 68 and ten-way sixth port 66 connected, the heat from the power component flow path 11 can flow through ten-way first port 61 and ten-way ten port 60 to ten-way third port 63. The heat from ten-way third port 63 flows to the first heat exchange flow path 4 and then to ten-way fifth port 65. Ten-way fifth port 65 is connected to ten-way ninth port 69, meaning the heat continues to flow to ten-way ninth port 69 and then to the first electric drive cooling flow path. 13, and flows from the first electric drive cooling flow path 13 to the power component flow path 11 to form a cycle; the first heat exchange flow path 4 exchanges heat through the first heat exchanger 31 and the refrigerant flow path 3, so that the refrigerant flow path 3 can absorb the heat of the first heat exchange flow path 4, and the first heat exchange flow path 4 absorbs the heat of the power component, that is, the refrigerant flow path 3 absorbs the heat of the power component, and the refrigerant in the refrigerant flow path 3 can exchange heat between the second heat exchange flow path 5 and the second heat exchange flow path 5 through the second heat exchanger 32. Some heat flows to the ten-way eighth port 68, and since the ten-way eighth port 68 and the ten-way sixth port 66 are connected, that is, through the ten-way sixth port 66, it flows to the inlet of the battery cooling flow path 2, and through the outlet of the battery cooling flow path 2 to the ten-way fourth port 64, thereby realizing the application of heat to the battery cooling flow path 2.

[0069] When the second heat exchange path 5 and the warm air path 7 are connected, the refrigerant path 3 absorbs the heat from the electrical components and flows through the second heat exchange first outlet 323 of the second heat exchanger 32 to the warm air path 7, which can be used to heat the crew cabin.

[0070] In other words, by switching the ten-way valve 6, the refrigerant flow path 3 can absorb heat from both the environment and the electrical components, and apply this heat to the crew compartment for heating or to the battery 21. Of course, it can also be applied to both the crew compartment and the battery 21 simultaneously. In addition, combined with the aforementioned ten-way valve 6, the electric drive cooling flow path 1 and the battery cooling flow path 2 can be selectively connected in series, and the electric drive cooling flow path 1 can achieve both large and small circulation. That is, by integrating the piping through the ten-way valve 6, the switching efficiency is improved, and more modes of switching can be met through the ten-way valve 6.

[0071] In some embodiments, the four-way valve 8 is provided with a four-way first port 81, a four-way second port 82, a four-way third port 83, and a four-way fourth port 84. The four-way fourth port 84 and the four-way second port 82 are connected, and the four-way second port 82 and the four-way third port 83 are connected. The heat after the second heat exchanger 32 exchanges heat with the refrigerant flow path 3 is suitable to flow through the ten-way valve 6 to the inlet of the battery cooling flow path 2. The medium at the outlet of the battery cooling flow path 2 flows through the ten-way valve 6 to the four-way third port 83, and then flows through the four-way third port 83 to the four-way second port 82, and then flows back to the second heat exchanger 32 through the four-way second port 82. And / or, the heat after the second heat exchanger 32 exchanges heat with the refrigerant flow path 3 is suitable to flow through the second heat exchange flow path 5 to the warm air flow path 7, and then flows through the warm air flow path 7 to the four-way fourth port 84, and then flows back to the second heat exchanger 32 through the four-way second port 82.

[0072] Continue to refer to Figure 6 As shown, when the heat flowing to the second heat exchange path 5 needs to flow back to the ten-way valve 6, firstly, the heat from the second heat exchange path 5 is suitable to flow to the four-way third port 83, and then through the four-way third port 83 to the four-way second port 82, and then to the ten-way ninth port 69. Simultaneously, when the heat needs to heat the crew compartment, the heat can be suitable to flow to the heater core 71 and through the four-way fourth port 84 to the four-way second port 82, and then through the four-way second port 82 to the position of the second heat exchange first inlet 321 of the second heat exchanger 32. The air flows from the second heat exchange outlet 323 of the second heat exchanger 32 to the ten-way eighth port 68. When it needs to be connected to the battery cooling flow path 2, it flows from the ten-way eighth port 68 to the ten-way sixth port 66. When it needs to be connected to the warm air flow path 7, it flows through the second heat exchange outlet 323 of the second heat exchange flow path 5 to the warm air flow path 7 and from the four-way fourth port 84 to the four-way second port 82. When it is not necessary to heat the crew compartment, the four-way fourth port 84 and the four-way first port 81 of the four-way valve 8 can be closed.

[0073] In other words, depending on whether the actual heat needs to be applied to the crew compartment or the battery cooling flow path 2, some valve ports of the four-way valve 8 can be selectively opened, thereby achieving the cooperation between the four-way valve 8 and the ten-way valve 6 to satisfy the application of heat to the battery cooling flow path 2 and / or the crew compartment.

[0074] In some embodiments, the thermal management system 100 further includes an engine flow path 9, which is adapted to exchange heat with a warm air flow path 7 via a third heat exchanger 10. The warm air flow path 7 includes a warm air core 71. The medium at one outlet of the third heat exchanger 10 is adapted to flow to a second heat exchange flow path 5, and flows through the second heat exchange flow path 5 to the warm air core 71, and through the warm air core 71 to a four-way first port 81, and through the four-way first port 81 to an inlet of the third heat exchanger 10; and / or, the medium at one outlet of the third heat exchanger 10 is adapted to flow to the second heat exchange flow path 5, and flows through a ten-way valve 6 to a battery cooling flow path 2 to heat the battery 21. The medium flowing out of the ten-way valve 6 is adapted to flow to a four-way third port 83, and through a four-way second port 82 to a second heat exchanger 32.

[0075] Specifically, refer to Figure 7-9 As shown, the third heat exchanger 10 includes a third heat exchange first port 101, a third heat exchange second port 102, a third heat exchange third port 103, and a third heat exchange fourth port 104. The engine flow path 9 includes an engine 91. When the medium flowing out of the coolant outlet of the engine 91 enters the third heat exchanger 10 through the third heat exchange fourth port 104, and flows through the third heat exchange second port 102 of the third heat exchanger 10 to the inlet of the engine 91, a small circulation of the engine flow path 9 is realized. In addition, the engine flow path 9 is provided with a thermostat 93, which is provided with a thermostat first port 931, a thermostat second port 932, and a thermostat third port 933. When the coolant at the outlet of the engine 91 flows to the inlet of the high-temperature radiator 92, and flows through the outlet of the high-temperature radiator 92 to the thermostat second port 932 of the thermostat 93, and flows back to the inlet of the engine 91 through the thermostat third port 933, a large heat dissipation circulation of the engine 91 is formed.

[0076] When the coolant of engine 91 exchanges heat through the third heat exchanger 10 and the warm air flow path 7, engine flow path 9 absorbs the heat from engine 91 and exchanges heat with the warm air flow path 7. The heat from the warm air flow path 7 flows from the third port 103 of the third heat exchanger to the second heat exchanger 32, and from the second heat exchanger 32 to the ten-way valve 6, ...

[0077] In some embodiments, the second heat exchange flow path 5 includes a fourth branch 53 that enters from the four-way valve 8 into the ten-way valve 6 and a fifth branch 54 that flows out through the ten-way valve 6. A sixth branch 55 is provided between the fourth branch 53 and the fifth branch 54, and the sixth branch 55 is provided with a flow regulating valve 52.

[0078] Reference Figure 1 As shown, the fifth branch 54 serves as the branch for the medium to flow to the eighth port 68 of the ten-way connector, and the fourth branch 53 serves as the branch for the medium to flow out of the second port 62 of the ten-way connector. Both the fifth branch 54 and the fourth branch 53 are equipped with a tee pipe 51, and the tee pipe 51 of the fourth branch 53 and the tee pipe 51 of the fifth branch 54 are connected by a sixth branch 55. A flow regulating valve 52 is provided on the sixth branch 55 between the fourth branch 53 and the fifth branch 54, so that the coolant flow of the fourth branch 53 and the fifth branch 54 can be kept in balance, thereby improving the stability of the coolant flow and the uniformity of temperature.

[0079] In some embodiments, the four-way valve 8 is integrated with at least the third heat exchanger 10.

[0080] In actual design, the four-way valve 8, the third heat exchanger 10, the two three-way pipes 51, and the flow regulating valve 52 between the fourth branch 53 and the fifth branch 54 can be integrated. This not only enables the normal flow of the medium but also saves space, has a higher degree of integration, and reduces the number of pipes used, thereby reducing costs.

[0081] In some embodiments, the ten-way valve 6 is integrated with at least the first heat exchanger 31. In this case, the first heat exchange flow path 4 between the ten-way valve 6 and the first heat exchanger 31 can be integrated, thereby saving space occupied by the piping of the entire thermal management system 100, achieving a high degree of integration, and enabling the switching of multiple modes through the ten-way valve 6.

[0082] Additionally, refer to Figure 10 As shown, the refrigerant flow path 3 also includes a front evaporator 36 and a rear evaporator 36. The two evaporators 36 are connected in parallel, meaning that there are evaporators 36 on both the front and rear sides of the vehicle. The two evaporators 36 work together to cover more areas inside the vehicle. For example, the front evaporator 36 is responsible for cooling the front and second-row passengers, while the rear evaporator 36 focuses on cooling the last two rows. This division of labor can balance the temperature inside the vehicle more quickly and reduce the overall cooling time. Furthermore, the refrigerant flow path 3 can dissipate heat through the electrically driven cooling flow path 1 to achieve the cooling cycle of the air conditioner.

[0083] This invention also discloses a vehicle including the aforementioned thermal management system 100. The system can achieve both large and small circulation of the electric drive cooling flow path 1 by switching between a ten-way valve 6 and a four-way valve 8. Simultaneously, it can achieve series heat exchange between the electric drive cooling flow path 1 and the battery cooling flow path 2. Both the first heat exchange flow path 4 and the second heat exchange flow path 5 are suitable for heat exchange with the refrigerant flow path 3. The combination of the ten-way valve 6 and the four-way valve 8 enables rapid switching between modes, simplifying the process. Furthermore, by switching between the ten-way valve 6 and the four-way valve 8, the refrigerant flow path 3 can absorb heat from the electrical components of the electric drive cooling flow path 1 or heat from the environment, and apply this heat to heating the battery 21 or heating the passenger compartment. Additionally, the heat from the engine flow path 9 can also be used for heating the passenger compartment and heating the battery 21 in the battery cooling flow path 2, saving energy, centralizing the piping, and facilitating switching.

[0084] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0085] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system, characterized by, The application relates to a cooling system for an electric vehicle, comprising: an electric drive cooling flow path, a battery cooling flow path, a first heat exchange flow path and a second heat exchange flow path, the first heat exchange flow path and the second heat exchange flow path being adapted to exchange heat with a refrigerant flow path respectively; a ten-way valve and a four-way valve, the electric drive cooling flow path and the first heat exchange flow path being selectively communicated through the ten-way valve to form a first loop, the electric drive cooling flow path, the second heat exchange flow path being communicated through the ten-way valve respectively and the second heat exchange flow path being communicated through the four-way valve to form a second loop together, the electric drive cooling flow path, the battery cooling flow path, the first heat exchange flow path, the second heat exchange flow path being communicated through the ten-way valve respectively and the second heat exchange flow path being communicated through the four-way valve to form a third loop together.

2. The thermal management system of claim 1, wherein, The electric drive cooling flow path comprises an electric component flow path, a first electric drive cooling flow path and a low-temperature heat dissipation flow path, the low-temperature heat dissipation flow path being provided with a low-temperature heat sink, the low-temperature heat dissipation flow path and the first electric drive cooling flow path being connected in parallel; wherein the electric component flow path is adapted to be connected in series through the ten-way valve, the first heat exchange flow path and the first electric drive cooling flow path to form the first loop, and the electric component flow path is adapted to be connected in series through the ten-way valve and between the second heat exchange flow path and the low-temperature heat dissipation flow path to form the second loop.

3. The thermal management system of claim 2, wherein, The ten-way valve comprises a ten-way first port, a ten-way third port, a ten-way fifth port, a ten-way ninth port and a ten-way tenth port, the ten-way first port and the ten-way tenth port being adapted to be communicated with the ten-way third port, the ten-way fifth port and the ten-way ninth port being communicated; medium at the outlet of the electric component flow path is adapted to flow to the ten-way first port and / or the ten-way tenth port, and flow to the inlet of the first heat exchange flow path through the ten-way third port, flow to the ten-way fifth port through the outlet of the first heat exchange flow path, and flow to the inlet of the first electric drive cooling flow path through the ten-way ninth port, and then flow to the inlet of the electric component flow path through the outlet of the first electric drive cooling flow path.

4. The thermal management system of claim 2, wherein, The ten-way valve comprises a ten-way first port, a ten-way second port, a ten-way seventh port, a ten-way eighth port and a ten-way tenth port, the ten-way first port and the ten-way tenth port being communicated with the ten-way second port respectively, the ten-way eighth port and the ten-way seventh port being communicated; medium at the outlet of the electric component flow path is adapted to flow to the ten-way first port and / or the ten-way tenth port, and flow to the inlet of the second heat exchange flow path through the ten-way second port, and then flow to the ten-way eighth port through the outlet of the second heat exchange flow path, and flow to the inlet of the low-temperature heat dissipation flow path through the ten-way seventh port, and flow to the inlet of the electric component flow path through the outlet of the low-temperature heat dissipation flow path.

5. The thermal management system of claim 2, wherein, The ten-way valve comprises a ten-way first port, a ten-way second port, a ten-way third port, a ten-way fourth port, a ten-way fifth port, a ten-way sixth port, a ten-way seventh port, a ten-way eighth port and a ten-way tenth port; When the temperature of the electric drive cooling flow path is within a first preset range, the outlet of the electric component flow path is adapted to communicate with the tenth first port and / or the tenth tenth port, the tenth seventh port communicates with the inlet of the low-temperature heat dissipation flow path, the outlet of the low-temperature heat dissipation flow path communicates with the inlet of the electric component, the tenth tenth port and the tenth first port respectively communicate with the tenth second port, the tenth third port and the tenth fourth port communicate, the tenth fifth port and the tenth seventh port communicate, and the tenth eighth port and the tenth sixth port communicate; After the medium of the electric component passes through the tenth first port and / or the tenth tenth port, it flows to the inlet of the second heat exchange flow path through the tenth second port, passes through the second heat exchange flow path and the four-way valve to the tenth eighth port, and then flows to the inlet of the battery cooling flow path through the tenth sixth port, passes through the outlet of the battery cooling flow path to the inlet of the tenth fourth port, and then flows to the tenth third port through the tenth fourth port, and flows to the inlet of the first heat exchange flow path through the tenth third port, and flows to the tenth fifth port through the outlet of the first heat exchange flow path, and then flows to the tenth seventh port through the tenth fifth port to flow to the low-temperature heat dissipation flow path.

6. The thermal management system of claim 5, wherein, The electric component flow path includes a first branch and a second branch in parallel, the first branch includes at least one of a gearbox oil cooler, a water-cooled intercooler, and a drive motor controller, and the second branch includes at least one of a vehicle machine, an intelligent driving domain controller, and a six-in-one electric drive module, the outlet of the first branch is adapted to communicate with the tenth tenth port, and the outlet of the second branch is adapted to communicate with the tenth first port, and the outlet of the low-temperature heat dissipation flow path communicates with the inlets of the first branch and the second branch.

7. The thermal management system of claim 5, wherein, The refrigerant flow path is provided with a first heat exchanger and a second heat exchanger in series, and the refrigerant flow path is adapted to exchange heat with the first heat exchange flow path through the first heat exchanger, and is also adapted to exchange heat with the second heat exchange flow path through the second heat exchanger.

8. The thermal management system of claim 7, wherein, When the temperature of the electric drive cooling flow path is within a second preset range, the battery cooling flow path is adapted to communicate with the first heat exchange flow path through the ten-way valve, the first heat exchange flow path exchanges heat with the refrigerant flow path through the first heat exchanger, so that the refrigerant of the refrigerant flow path cools the battery cooling flow path.

9. The thermal management system of claim 7, wherein, The refrigerant flow path is adapted to exchange heat with the first heat exchange flow path through the first heat exchanger to absorb heat in the electric drive cooling flow path and / or the environment, and the heat of the refrigerant flow path is adapted to be released to the second heat exchange flow path through the second heat exchanger, when the second heat exchange flow path and the ten-way valve communicate with the battery cooling flow path, the heat flows to the battery cooling flow path and heats the battery, and / or the second heat exchange flow path and the warm air flow path communicate, and the heat released to the second heat exchange flow path is adapted to be applied to the passenger compartment through the warm air flow path.

10. The thermal management system of claim 9, wherein, The four-way valve is provided with a four-way first port, a four-way second port, a four-way third port and a four-way fourth port, the four-way fourth port and the four-way second port communicate, and the four-way second port and the four-way third port communicate; The heat of the second heat exchanger after heat exchange with the refrigerant flow path is suitable for flowing to the inlet of the battery cooling flow path through the ten-way valve, and the medium of the outlet of the battery cooling flow path flows to the fourth port of the four-way third port through the ten-way valve, and then flows to the second port of the four-way through the fourth port of the four-way third port, and then flows back to the second heat exchanger through the second port of the four-way. And / or, the heat of the second heat exchanger after heat exchange with the refrigerant flow path is suitable for flowing to the warm air flow path through the second heat exchange flow path, and then flowing to the fourth port of the four-way through the warm air flow path, and then flowing back to the second heat exchanger through the second port of the four-way.

11. The thermal management system of claim 10, wherein, Further comprising an engine flow path, the engine flow path is suitable for heat exchange with the warm air flow path through a third heat exchanger, the warm air flow path comprises a warm air core, and the medium of one outlet of the third heat exchanger is suitable for flowing to the second heat exchange flow path, and then flowing to the warm air core through the second heat exchange flow path, and then flowing to the first port of the four-way through the warm air core, and then flowing to one inlet of the third heat exchanger through the first port of the four-way. And / or, the medium of one outlet of the third heat exchanger is suitable for flowing to the second heat exchange flow path, and then flowing to the battery cooling flow path through the ten-way valve to heat the battery, and the medium flowing out of the ten-way valve is suitable for flowing to the third port of the four-way, and then flowing to the second heat exchanger through the second port of the four-way.

12. The thermal management system of claim 10, wherein, The second heat exchange flow path comprises a fourth branch entering the ten-way valve from the four-way valve and a fifth branch flowing out of the ten-way valve, and a sixth branch is arranged between the fourth branch and the fifth branch, and the sixth branch is provided with a flow regulating valve.

13. The thermal management system of claim 11, wherein, The four-way valve is at least integrally arranged with the third heat exchanger.

14. The thermal management system of claim 7, wherein, The ten-way valve is at least integrally arranged with the first heat exchanger.

15. A vehicle characterized by comprising: The heat management system comprises any one of claims 1-14. The heat management system comprises any one of claims 1-14.

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