Thermal management system and vehicle

Abstract

The application discloses a heat management system and a vehicle, and relates to the technical field of heat management systems, and in particular to a heat management system and a vehicle. The heat management system comprises a refrigerant flow path, a first heat exchange flow path and a second heat exchange flow path. The refrigerant flow path comprises a compressor, a first heat exchanger and a second heat exchanger which are arranged in series. The first heat exchange flow path exchanges heat with the refrigerant flow path through the first heat exchanger, and a medium in the first heat exchange flow path is suitable for flowing to a first heat exchange core to refrigerate the first heat exchange core. The second heat exchange flow path exchanges heat with the refrigerant flow path through the second heat exchanger, so that the second heat exchange flow path is suitable for heating a second heat exchange core of a passenger cabin when the refrigerant flow path exchanges heat with the second heat exchange flow path. The heat management system of the embodiment of the application adopts secondary heat exchange and cooperates with the first heat exchange core and the second heat exchange core, refrigerates the passenger cabin, dehumidifies and the like, and can prevent the safety problem caused by the entry of cooling liquid into the passenger cabin.

Description

Technical Field

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

[0002] The automotive industry currently uses R134a refrigerant (a medium- and low-temperature hydrofluorocarbon refrigerant) with a GWP (Global Warming Potential) greater than 150, which exacerbates the greenhouse effect and has a significant negative impact on global warming. Therefore, new refrigerants are being considered, and R290 (propane), as a natural working fluid, is receiving increasing attention from major OEMs, who are continuously increasing their research and development efforts to promote its industrialization.

[0003] However, R290 (propane), as an A3 flammable refrigerant, poses a certain risk of deflagration. In particular, when the refrigerant enters the passenger compartment, it may cause serious consequences such as explosion, asphyxiation, and poisoning, further increasing the risk. Summary of the Invention

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a thermal management system that employs secondary heat exchange and cooperates with a first heat exchange core and a second heat exchange core to achieve cooling and dehumidification of the crew compartment, thereby preventing safety issues caused by coolant entering the crew compartment.

[0005] A thermal management system according to an embodiment of the present invention includes: a refrigerant flow path, a first heat exchange flow path, and a second heat exchange flow path. The refrigerant flow path includes a compressor, a first heat exchanger, and a second heat exchanger arranged in series. The first heat exchange flow path exchanges heat with the refrigerant flow path through the first heat exchanger, and the medium in the first heat exchange flow path is adapted to flow to a first heat exchange core to cool the first heat exchange core. The second heat exchange flow path exchanges heat with the refrigerant flow path through the second heat exchanger, and is adapted to heat a second heat exchange core of the passenger compartment through the second heat exchange flow path when the refrigerant flow path exchanges heat with the second heat exchange flow path.

[0006] According to the thermal management system of this invention, both the first and second heat exchange paths are provided with coolant, and the refrigerant path circulates refrigerant. When the passenger compartment needs to be cooled, the compressor in the refrigerant path operates, and the coolant in the first heat exchange path selectively exchanges heat with the refrigerant in the refrigerant path through the first heat exchanger, causing the coolant to flow through the first heat exchange path to the first heat exchange core to cool the passenger compartment. When the passenger compartment needs to be heated, the coolant in the second heat exchange path exchanges heat with the second heat exchanger and absorbs the heat released by the second heat exchanger. The heated coolant then flows to the second heat exchange core to heat the passenger compartment. In other words, when heating or cooling the crew compartment, the cooling or heating is achieved through the coolant. The refrigerant in the refrigerant flow path exchanges heat with the coolant in the first heat exchange flow path, and the coolant in the first heat exchange flow path exchanges heat with the first heat exchange core, thus achieving secondary heat exchange. Similarly, the refrigerant in the refrigerant flow path exchanges heat with the coolant in the second heat exchange flow path, and the coolant in the second heat exchange flow path exchanges heat with the second heat exchange core, thus achieving secondary heat exchange. Therefore, the refrigerant does not need to enter the crew compartment to achieve cooling or heating of the crew compartment. Thus, when R290 (propane) is used as the refrigerant, the serious consequences such as explosion, asphyxiation, and poisoning in the crew compartment are reduced.

[0007] The thermal management system according to an embodiment of the present invention further includes a battery flow path and an electric drive flow path, wherein the battery flow path is selectively connected to one of the first heat exchange flow path and the second heat exchange flow path, and the electric drive flow path is selectively connected to the other of the first heat exchange flow path and the second heat exchange flow path; or the battery flow path and the electric drive flow path are connected in series and exchange heat.

[0008] The thermal management system according to an embodiment of the present invention further includes a first control valve, the first control valve including a first valve port, a second valve port, a third valve port, a fourth valve port, a fifth valve port, a sixth valve port, a seventh valve port, an eighth valve port, and a ninth valve port. One end of the battery flow path is connected to the fourth valve port and the other end is connected to the sixth valve port. One end of the first heat exchange flow path is connected to the third valve port and the other end is connected to the fifth valve port. One end of the second heat exchange flow path is connected to the eighth valve port and the other end is connected to the second valve port. The electric drive flow path includes a main flow path, a first electric drive branch path, and a second electric drive branch path. One end of the main flow path is connected to a three-way pipe and the other end is connected to the first valve port. The first electric drive branch path is provided with a low-temperature radiator. One end of the first electric drive branch path is connected to the main flow path through the three-way pipe and the other end is connected to the seventh valve port. One end of the second electric drive branch path is connected to the ninth valve port and the other end is connected to the main flow path through the three-way pipe.

[0009] According to an embodiment of the thermal management system of the present invention, a first branch is further included, one end of which is connected to the outlet of the first heat exchanger and the other end of which is connected to the inlet of the first heat exchanger, so that the first branch and a portion of the first heat exchange flow path form a first sub-flow path, and the first branch and another portion of the first heat exchange flow path form a second sub-flow path, one end of the first sub-flow path is connected to the third valve port and the other end of which is connected to the fifth valve port, the second sub-flow path is connected to the first heat exchanger, and the battery flow path is selectively connected to the first sub-flow path through the first control valve, or the electric drive flow path is selectively connected to the first sub-flow path through the first control valve.

[0010] According to an embodiment of the thermal management system of the present invention, a second branch is further included, one end of which is connected to the outlet of the second heat exchanger and the other end of which is connected to the inlet of the second heat exchanger, so that the second branch and a portion of the second heat exchange flow path form a third sub-flow path, and the second branch and another portion of the second heat exchange flow path form a fourth sub-flow path. One end of the third sub-flow path is connected to the second valve port and the other end of which is connected to the eighth valve port. The fourth sub-flow path is connected to the second heat exchanger. The electric drive flow path is selectively connected to the third sub-flow path through the first control valve, or the battery flow path is selectively connected to the third sub-flow path through the first control valve.

[0011] According to an embodiment of the thermal management system of the present invention, a refrigerator flow path and a second control valve are further included. The second control valve includes a first port of a second valve, a second port of a second valve, and a third port of a second valve. The refrigerator flow path includes a refrigerator. The first port of the second valve and the third port of the second valve are connected in series with the battery flow path. One end of the refrigerator flow path is connected to the second port of the second valve, and the other end is connected to the first heat exchange flow path.

[0012] The thermal management system according to an embodiment of the present invention further includes a third branch, one end of which is connected to the electric drive flow path and the other end of which is connected to the second heat exchange flow path, so that the coolant in the electric drive flow path is adapted to flow through the third branch to the second heat exchange flow path.

[0013] The thermal management system according to an embodiment of the present invention further includes: a first core flow path, wherein the first heat exchange core is connected in series in the first core flow path, and the first heat exchange flow path is selectively connected to the first heat exchange core through the first core flow path; and / or, further includes a second core flow path, wherein the second heat exchange core is connected in series in the second core flow path, and the second heat exchange flow path is selectively connected to the second heat exchange core through the second core flow path.

[0014] The thermal management system according to an embodiment of the present invention further includes a third control valve, the third control valve including a third valve first port, a third valve second port and a third valve third port, the third valve first port selectively connected to the third valve second port and the third valve third port respectively, the third valve first port and the third valve second port being connected in series in the first heat exchange flow path; one end of the first core flow path is connected to the third valve third port and the other end is connected to the first heat exchange flow path at the water inlet of the first heat exchanger, when the coolant in the first heat exchange flow path is adapted to exchange heat with the refrigerant flow path through the first heat exchanger, the first core flow path is adapted to be connected to the first heat exchange flow path so that the coolant flows to the first core flow path and cools the occupant compartment.

[0015] The thermal management system according to an embodiment of the present invention further includes a fourth control valve, the fourth control valve including a fourth valve first port, a fourth valve second port and a fourth valve third port, the fourth valve first port and the fourth valve second port being connected in series in the second heat exchange flow path; one end of the second core flow path is connected to the fourth valve third port and the other end is connected to the second heat exchange flow path at the water inlet of the second heat exchanger; when the coolant in the second heat exchange flow path is adapted to exchange heat with the refrigerant flow path through the second heat exchanger, the second core flow path is adapted to communicate with the second heat exchange flow path so that the coolant flows to the second core flow path to heat the occupant compartment.

[0016] According to the thermal management system of the present invention, the refrigerant in the refrigerant flow path is a first type of refrigerant, which includes hydrocarbon refrigerants, flammable refrigerants, or explosive refrigerants.

[0017] This invention discloses a vehicle including the aforementioned thermal management system.

[0018] 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.

[0019] 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

[0020] 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 schematic diagram of the refrigerator cooling and electric drive heat dissipation modes according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the battery cooling + crew cabin cooling + electric drive heat dissipation mode of an embodiment of the present invention; Figure 3This is a schematic diagram of the battery cooling + passenger compartment heating + electric drive heat dissipation mode of an embodiment of the present invention; Figure 4 This is a schematic diagram of the battery cooling + passenger compartment dehumidification + electric drive heat dissipation mode of an embodiment of the present invention; Figure 5 This is a schematic diagram of the battery cooling + crew compartment shutdown + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; Figure 6 This is a schematic diagram of the battery cooling + crew compartment shutdown + electric drive heat dissipation (mode 2) mode of an embodiment of the present invention; Figure 7 This is a schematic diagram of the battery heating + passenger compartment cooling + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; Figure 8 This is a schematic diagram of the battery heating + passenger compartment cooling + electric drive heat dissipation (mode 2) mode of an embodiment of the present invention; Figure 9 This is a schematic diagram of the battery heating + passenger compartment heating + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; Figure 10 This is a schematic diagram of the battery heating + passenger compartment heating + electric drive heat dissipation (mode 2) mode of an embodiment of the present invention; Figure 11 This is a schematic diagram of the battery heating + passenger compartment dehumidification + electric drive heat dissipation mode of an embodiment of the present invention; Figure 12 This is a schematic diagram of the battery heating + crew compartment shutdown + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; Figure 13 This is a schematic diagram of the battery heating + crew compartment shutdown + electric drive cooling (mode 2) mode of an embodiment of the present invention; Figure 14 This is a schematic diagram of the battery temperature equalization + passenger compartment cooling + electric drive heat dissipation mode in an embodiment of the present invention. Figure 15 This is a schematic diagram of the battery temperature equalization + passenger compartment heating + electric drive heat dissipation (mode 1) of an embodiment of the present invention; Figure 16 This is a schematic diagram of the battery temperature equalization + passenger compartment heating + electric drive heat dissipation (mode 2) of an embodiment of the present invention; Figure 17 This is a schematic diagram of the battery temperature equalization + passenger compartment heating + electric drive heat dissipation (mode 3) mode of an embodiment of the present invention; Figure 18 This is a schematic diagram of the battery temperature equalization + passenger compartment dehumidification + electric drive heat dissipation (mode 1) of an embodiment of the present invention; Figure 19 This is a schematic diagram of the battery temperature equalization + passenger compartment dehumidification + electric drive heat dissipation (mode 2) of an embodiment of the present invention; Figure 20 This is a schematic diagram of the battery temperature equalization + crew compartment shutdown + electric drive heat dissipation mode according to an embodiment of the present invention; Figure 21 This is a schematic diagram of the battery shutdown + crew cabin cooling + electric drive heat dissipation mode according to an embodiment of the present invention; Figure 22 This is a schematic diagram of the battery shutdown + passenger compartment heating + electric drive heat dissipation mode of an embodiment of the present invention; Figure 23 This is a schematic diagram of the battery shutdown + passenger compartment dehumidification + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; Figure 24 This is a schematic diagram of the battery shutdown + passenger compartment dehumidification + electric drive heat dissipation (mode 2) mode of an embodiment of the present invention; Figure 25 This is a schematic diagram of the battery shutdown + crew compartment shutdown + electric drive cooling (mode 1) mode of an embodiment of the present invention; Figure 26 This is a schematic diagram of the battery shutdown + passenger compartment shutdown + electric drive cooling (mode 2) mode of an embodiment of the present invention.

[0021] Figure label: Thermal Management System 100 First control valve 1, first valve port 11, second valve port 12, third valve port 13, fourth valve port 14, fifth valve port 15, sixth valve port 16, seventh valve port 17, eighth valve port 18, ninth valve port 19, refrigerant flow path 2, compressor 20, first heat exchanger 21, second heat exchanger 22, electronic expansion valve 23, battery flow path 3, battery 31, second control valve 32, second valve first port 321, second valve second port 322, second valve third port 323, electric drive flow path 4, main flow path 41, first electric drive branch 42, second electric drive branch 43, three-way pipe 44, low temperature radiator 421, water-cooled electric drive and electric drive controller 422, water-cooled DC-DC converter and charging converter 423, parallel branch 424, water-cooled intelligent The system includes an auxiliary controller 4241, a first heat exchange flow path 5, a first branch 50, a first sub-flow path 51, a second sub-flow path 52, a third control valve 53, a third valve first port 531, a third valve second port 532, a third valve third port 533, a second heat exchange flow path 6, a second branch 60, a third sub-flow path 61, a fourth sub-flow path 62, a fourth control valve 63, a fourth valve first port 631, a fourth valve second port 632, a fourth valve third port 633, a first core flow path 7, a first heat exchange core 71, a second core flow path 8, a second heat exchange core 81, a refrigerator flow path 9, a refrigerator 91, a refrigerator body 911, a refrigerator cold plate 912, a coolant module 200, a refrigerant module 300, a third branch 10, and a two-way proportional valve 101. Detailed Implementation

[0022] 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.

[0023] 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.

[0024] 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.

[0025] It should be noted that in the accompanying drawings of the embodiments of the present invention, the thick dashed lines represent the working state, and different forms of the thick dashed lines distinguish different series flow paths (e.g., Figure 1 The first heat exchange path 5 and the refrigerator path 9 are in series, while the electric drive path 4 and the second heat exchange path 6 are in another series (and dashed lines of varying brightness are used to distinguish between different series paths (e.g.) Figure 3 The first heat exchange flow path 5 and the battery flow path 3 are connected in series; the electric drive flow path 4 and the third sub-flow path 61 are connected in series; the fourth sub-flow path 62 and the second core flow path 8 are connected in another series. The thin solid line (refrigerant flow path 2) indicates that the flow path is selectively active based on actual conditions. The thin dashed line indicates the inactive state.

[0026] In addition, in this embodiment of the invention, the flow path intersected by the dashed lines in the coolant module 200 is the coolant flow path, and the refrigerant flow path 2 within the dashed lines in the refrigerant module 300 is the refrigerant circulation path.

[0027] The following is for reference. Figures 1-26 The thermal management system 100 according to an embodiment of the present invention contains coolant in both the first heat exchange path 5 and the second heat exchange path 6, and refrigerant circulating in the refrigerant path 2. When the passenger compartment needs to be cooled, the compressor 20 of the refrigerant path 2 operates, and the coolant in the first heat exchange path 5 and the refrigerant in the refrigerant path 2 exchange heat through the first heat exchanger 21, causing the coolant to flow through the first heat exchange path 5 to the first heat exchange core 71 to cool the passenger compartment. When the passenger compartment needs to be heated, the coolant in the second heat exchange path 6 exchanges heat with the second heat exchanger 22 and absorbs the heat released by the second heat exchanger 22. The heated coolant then flows to the second heat exchange core 71. The heat exchange core 81 is used to heat the crew compartment. In other words, when heating or cooling the crew compartment, the cooling or heating is done through the coolant. The refrigerant in the refrigerant flow path 2 exchanges heat with the coolant in the first heat exchange flow path 5, and the coolant in the first heat exchange flow path 5 exchanges heat with the first heat exchange core 71, thus achieving secondary heat exchange. Similarly, the refrigerant in the refrigerant flow path 2 exchanges heat with the coolant in the second heat exchange flow path 6, and the coolant in the second heat exchange flow path 6 exchanges heat with the second heat exchange core 81, thus achieving secondary heat exchange. Therefore, the refrigerant does not need to enter the crew compartment. Thus, when R290 (propane) is used as the refrigerant, the serious consequences of explosion, asphyxiation, and poisoning in the crew compartment are reduced.

[0028] like Figure 1-26 As shown, a thermal management system 100 according to an embodiment of the present invention includes: a refrigerant flow path 2, a first heat exchange flow path 5, and a second heat exchange flow path 6. The refrigerant flow path 2 includes a compressor 20, a first heat exchanger 21, and a second heat exchanger 22 arranged in series. The first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 through the first heat exchanger 21, and the medium in the first heat exchange flow path 5 is adapted to flow to the first heat exchange core 71 to cool the first heat exchange core 71. The second heat exchange flow path 6 exchanges heat with the refrigerant flow path 2 through the second heat exchanger 22, so that when the refrigerant flow path 2 exchanges heat with the second heat exchange flow path 6, it is adapted to heat the second heat exchange core 81 of the passenger compartment through the second heat exchange flow path 6.

[0029] In this embodiment of the invention, the refrigerant used is R290 (propane), which is environmentally friendly, economical, and energy-efficient. However, R290 refrigerant can easily cause safety problems when it enters the passenger compartment. In this embodiment of the invention, the compressor 20 of the refrigerant flow path 2 provides power for the refrigerant circulation and can also increase the temperature of the refrigerant. The refrigerant flow path 2 can exchange heat with the first heat exchange flow path 5 through the first heat exchanger 21. The first heat exchanger 21 is a chiiller heat exchanger (plate liquid-liquid heat exchanger). The first heat exchange flow path 5 can selectively connect with the first heat exchange core 71. Therefore, the refrigerant in the refrigerant flow path 2 exchanges heat with the first heat exchange flow path 5 at the first heat exchanger 21 to cool the coolant in the first heat exchange flow path 5. The first heat exchange flow path 5 can selectively connect with the first heat exchange core 71. The first heat exchange core 71 is a cold core. The coolant in the first heat exchange flow path 5 can flow to the first heat exchange core 71, thereby cooling the passenger compartment. Furthermore, during the circulation process, the refrigerant can release heat through the second heat exchanger 22, which is a WCDS heat exchanger (water-cooled condenser). The refrigerant exchanges heat with the second heat exchange flow path 6 through the second heat exchanger 22, so that the second heat exchange flow path 6 can absorb heat and transfer the heat to the second heat exchange core 81. The second heat exchange core 81 can be a heating core to heat the second heat exchange core 81 for heating the crew compartment.

[0030] In addition, after the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 and cools the coolant, the first heat exchange flow path 5 can also cool other flow paths that need cooling. Furthermore, the second heat exchange flow path 6 can also be connected in series with other flow paths, which can generate heat and provide heat to the second heat exchange flow path 6. After the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22, it can also absorb heat from other flow paths and transfer the absorbed heat to the second heat exchange core 81, thereby achieving the heating of the crew compartment by the second heat exchange core 81.

[0031] Therefore, when heating or cooling the crew compartment, the cooling or heating is carried out through the coolant. The refrigerant in refrigerant flow path 2 exchanges heat with the coolant in the first heat exchange flow path 5, and the coolant in the first heat exchange flow path 5 exchanges heat with the first heat exchange core 71, thus achieving secondary heat exchange. Similarly, the refrigerant in refrigerant flow path 2 exchanges heat with the coolant in the second heat exchange flow path 6, and the coolant in the second heat exchange flow path 6 exchanges heat with the second heat exchange core 81, thus achieving secondary heat exchange. Therefore, the refrigerant does not need to enter the crew compartment. Thus, when R290 (propane) is used as the refrigerant, the serious consequences such as explosion, asphyxiation, and poisoning in the crew compartment can be reduced.

[0032] In some embodiments, the thermal management system 100 further includes a battery flow path 3 and an electric drive flow path 4, wherein the battery flow path 3 is selectively connected to one of the first heat exchange flow path 5 and the second heat exchange flow path 6, and the electric drive flow path 4 is selectively connected to the other of the first heat exchange flow path 5 and the second heat exchange flow path 6, or the battery flow path 3 and the electric drive flow path 4 are connected in series and exchange heat.

[0033] In practice, when battery flow path 3 is connected to the first heat exchange flow path 5, and electric drive flow path 4 is connected to the second heat exchange flow path 6, after the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2, the coolant flows through the first heat exchange flow path 5 to the battery flow path 3. The battery flow path 3 includes the battery 31. When the battery 31 is at a high temperature and needs cooling, by connecting the first heat exchange flow path 5 to the battery flow path 3, the coolant can cool the battery 31 in the battery flow path 3, reducing the temperature of the battery 31 to within a safe operating range. At the same time, the electric drive flow path 4 includes electric drive components such as a low-temperature radiator 421, a water-cooled electric drive and electric drive controller 422, a water-cooled DC-DC converter and charging converter 423, and a water-cooled intelligent auxiliary controller 4241. When the electric drive assembly is working, it can dissipate heat. The low-temperature heat sink 421 dissipates heat from the electric drive assembly in the electric drive flow path 4. The electric drive flow path 4 and the second heat exchange flow path 6 are connected in series. When the second heat exchange flow path 6 does not need to be connected to the second heat exchange core 81, the low-temperature heat sink 421 can dissipate heat from the electric drive assembly, and at the same time, the second heat exchange flow path 6 can also be cooled.

[0034] Alternatively, when the second heat exchange flow path 6 is connected to the second heat exchange core 81 of the crew compartment, the second heat exchange flow path 6 not only absorbs the heat at the second heat exchanger 22, but also absorbs the heat from the electric drive components of the electric drive flow path 4 or the environment, and transfers the heat to the second heat exchange core 81 to achieve heating of the crew compartment.

[0035] In addition, when the electric drive flow path 4 is connected to the first heat exchange flow path 5, after the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21, the coolant in the first heat exchange flow path 5 flows to the electric drive flow path 4, thereby dissipating heat from the electric drive components in the electric drive flow path 4. Furthermore, when the battery flow path 3 is connected to the second heat exchange flow path 6, after the second heat exchange flow path 6 absorbs heat through heat exchange with the second heat exchanger 22, the coolant in the second heat exchange flow path 6 flows to the battery flow path 3. That is, when the battery 31 temperature is too low, the battery 31 in the battery flow path 3 can be heated to improve the working efficiency of the battery 31, thereby achieving the rational utilization of heat.

[0036] When the battery flow path 3 and the electric drive flow path 4 are connected in series and heat exchange occurs, the low-temperature heat sink 421 in the electric drive flow path 4 can dissipate heat for the electric drive components, and can also dissipate heat for the battery 31 in the battery flow path 3, thus saving heat dissipation costs.

[0037] In some embodiments, the thermal management system 100 further includes a first control valve 1, which includes a first valve port 11, a second valve port 12, a third valve port 13, a fourth valve port 14, a fifth valve port 15, a sixth valve port 16, a seventh valve port 17, an eighth valve port 18, and a ninth valve port 19. One end of the battery flow path 3 is connected to the fourth valve port 14, and the other end is connected to the sixth valve port 16. One end of the first heat exchange flow path 5 is connected to the third valve port 13, and the other end is connected to the fifth valve port 15. One end of the second heat exchange flow path 6 is connected to the eighth valve port. 18 and the other end is connected to the second valve port 12; wherein, the electric drive flow path 4 includes a main flow path 41, a first electric drive branch 42 and a second electric drive branch 43, one end of the main flow path 41 is connected to a three-way pipe 44 and the other end is connected to the first valve port 11, the first electric drive branch 42 is provided with a low temperature heat sink 421, one end of the first electric drive branch 42 is connected to the main flow path 41 through a three-way pipe 44 and the other end is connected to the seventh valve port 17, one end of the second electric drive branch 43 is connected to the ninth valve port 19 and the other end is connected to the main flow path 41 through a three-way pipe 44.

[0038] In practice, battery flow path 3 can be connected to first heat exchange flow path 5 through first control valve 1, and electric drive flow path 4 can be connected to second heat exchange flow path 6 through first control valve 1. At this time, the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is closed. If the coolant in the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 through the first heat exchanger 21, the coolant can flow along the first heat exchange flow path 5. The coolant flows into the first control valve 1 through the fifth valve port 15. Since the fifth valve port 15 and the sixth valve port 16 are connected, the coolant flows from the sixth valve port 16 of the first control valve 1 to the battery flow path 3, and flows back to the first control valve 1 through the fourth valve port 14. Since the fourth valve port 14 and the third valve port 13 are connected, the coolant flows from the third valve port 13 to the first heat exchange flow path 5, forming the battery flow path 3 and the first heat exchange flow path 5 in series through the first control valve 1. This allows the coolant to flow from the first heat exchange flow path 5 to the battery flow path 3 after the refrigerant exchanges heat with the first heat exchange flow path 5, so that the coolant in the first heat exchange flow path 5 flows to the battery flow path 3 to cool the battery 31.

[0039] Meanwhile, the coolant in the electric drive flow path 4 can flow along the first valve port 11 to the first control valve 1. Since the first valve port 11 and the second valve port 12 are connected, the coolant can flow from the second valve port 12 to the second heat exchange flow path 6, and from the second heat exchange flow path 6 to the eighth valve port 18. Since the eighth valve port 18 and the seventh valve port 17 are connected, the coolant can flow from the seventh valve port 17 to the first electric drive branch 42 and to the main flow path 41, and from the main flow path 41 to the first valve port 11, thus realizing the heat dissipation circulation of the electric drive components of the electric drive flow path 4 by the low temperature radiator 421.

[0040] Of course, when the second heat exchange flow path 6 is connected to the second heat exchange core 81, and the heat from the electric drive assembly needs to be applied to the crew compartment, the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the eighth valve port 18 and the ninth valve port 19 are connected, and the seventh valve port 17 is closed. The coolant can absorb the heat from the refrigerant flow path 2 at the second heat exchanger 22 and then flow to the eighth valve port 18 of the first control valve 1. Since the eighth valve port 18 and the ninth valve port 19 are connected, the coolant flows from the ninth valve port 11... 9 flows to the second electric drive branch 43 and the main flow 41, and flows from the first valve port 11 of the main flow 41 to the first control valve 1. At this time, the coolant does not pass through the low temperature radiator 421 and can absorb the heat of the electric drive components. The second electric drive branch 43, the main flow 41 and the second heat exchange flow path 6 are connected in series through the first control valve 1. The second heat exchange flow path 6 can not only absorb heat at the second heat exchanger 22, but also absorb the heat of the electric drive components, and apply the heat to the crew compartment to achieve the heating of the crew compartment.

[0041] Additionally, when battery flow path 3 is connected to the second heat exchange flow path 6, and electric drive flow path 4 is connected to the first heat exchange flow path 5, if the first electric drive branch 42, main flow path 41, and first heat exchange flow path 5 of electric drive flow path 4 are connected through the first control valve 1, the first valve port 11 and the third valve port 13 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is not connected, the coolant in the second heat exchange flow path 6 and the refrigerant flow path 2 are connected through the first control valve 1. After heat exchange in the second heat exchanger 22, the coolant flows to the eighth valve port 18 of the first control valve 1. Since the eighth valve port 18 and the sixth valve port 16 are connected, the coolant can flow from the eighth valve port 18 to the sixth valve port 16, and then through the battery flow path 3 to heat the battery 31. The coolant also flows from the fourth valve port 14 to the first control valve 1. The fourth valve port 14 is connected to the second valve port 12, so that the coolant continues to flow from the second valve port 12 to the second heat exchange flow path 6, realizing the series connection of the second heat exchange flow path 6 and the battery flow path 3 to heat the battery 31.

[0042] In addition, the coolant in the electric drive flow path 4 flows to the first valve port 11 after passing through the electric drive assembly. Since the first valve port 11 and the third valve port 13 are connected, the coolant flows from the first valve port 11 to the first control valve 1 port and from the third valve port 13 to the first heat exchange flow path 5. It also flows from the first heat exchange flow path 5 to the fifth valve port 15 of the first control valve 1. The fifth valve port 15 and the seventh valve port 17 are connected, so the coolant can flow through the seventh valve port 17 to the second electric drive branch 43 and to the main flow path 41. It then flows through the main flow path 41 to the first valve port 11 of the first control valve 1, realizing the series connection between the first heat exchange flow path 5 and the electric drive flow path 4. Thus, after the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21 and the coolant is cooled, the coolant can also cool and dissipate heat for the electric drive assembly in the electric drive flow path 4, thereby improving the working safety of the electric drive assembly.

[0043] Of course, if the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, and the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is not connected, if the coolant of the first electric drive branch 42 of the electric drive flow path 4 flows to the main flow path 41 after passing through a three-way pipe 44, and the other end of the three-way pipe 44 is connected to the second electric drive branch 43, and the coolant of the main flow path 41 flows to the first valve port 11 of the first control valve 1, and the first valve port 11 and the second valve port 12 are connected, then the coolant flows through the second valve port 12 to a part of the second heat exchange flow path 6, that is, without passing through the second heat exchanger 22, and then a part of the second heat exchange flow path 6 flows to the eighth valve port 18, and the eighth valve port 18 and the sixth valve port 16 .... The coolant flows through the sixth valve port 16 to the battery flow path 3, and through the battery flow path 3 to the fourth valve port 14 of the first control valve 1. The fourth valve port 14 is connected to the third valve port 13. Then, through the third valve port 13, the coolant flows to a part of the first heat exchange flow path 5, that is, it does not flow to the first heat exchanger 21. From the part of the first heat exchange flow path 5, the coolant flows to the fifth valve port 15 of the first control valve 1. The fifth valve port 15 is connected to the seventh valve port 17. Then, the coolant flows from the seventh valve port 17 to the first electric drive branch 42, and through the first electric drive branch 42 to the main flow path 41. After the coolant flows from the main flow path 41 to the electric drive assembly, it passes through the first valve port 11 of the first control valve 1, forming a series connection between the electric drive flow path 4 and the battery flow path 3. Then, the low temperature heat sink 421 of the electric drive flow path 4 can simultaneously dissipate heat for the electric drive assembly and the battery 31 of the battery flow path 3.

[0044] Therefore, by setting a first control valve 1, which has nine valve ports, the battery flow path 3, electric drive flow path 4, first heat exchange flow path 5, and second heat exchange flow path 6 can be selectively connected according to different combinations. This can achieve heating or cooling of the passenger compartment, cooling or heating of the battery 31, and heat dissipation of the electric drive components in the electric drive flow path 4, etc., achieving different heat exchange methods with high flexibility. This ensures the thermal requirements of the battery 31 and electric drive components, as well as the different temperature requirements of the passenger compartment, thus ensuring driving safety and passenger comfort.

[0045] Additionally, it should be noted that the two ends of the one-way valve of the main flow path 41 can be provided with parallel branches 424. The water-cooled intelligent auxiliary controller 4241 is located in the parallel branch 424, which can divert the coolant passing through the low-temperature radiator 421 to the water-cooled intelligent auxiliary controller 4241 and the water-cooled electric drive and electric drive controller 422 respectively, thereby improving the heat dissipation efficiency.

[0046] In some embodiments, the thermal management system 100 further includes a first branch 50, one end of which is connected to the outlet of the first heat exchanger 21 and the other end of which is connected to the inlet of the first heat exchanger 21, so that the first branch 50 and a portion of the first heat exchange flow path 5 form a first sub-flow path 51, and the first branch 50 and another portion of the first heat exchange flow path 5 form a second sub-flow path 52. One end of the first sub-flow path 51 is connected to a third valve port 13 and the other end of which is connected to a fifth valve port 15. The second sub-flow path 52 is connected to the first heat exchanger 21. The battery flow path 3 is selectively connected to the first sub-flow path 51 through the first control valve 1, or the electric drive flow path 4 is selectively connected to the first sub-flow path 51 through the first control valve 1.

[0047] In practice, battery flow path 3 can be simultaneously connected to the first sub-flow path 51 and the second sub-flow path 52 of the first heat exchange flow path 5. In this case, the coolant passes through the first heat exchange flow path 5 and exchanges heat with the refrigerant flow path 2 at the first heat exchanger 21, lowering the coolant temperature. The coolant in the first heat exchange flow path 5 then exchanges heat with the battery flow path 3 to cool the battery 31 in the battery flow path 3. Alternatively, battery flow path 3 and the first sub-flow path 51 can be connected in series via the first control valve 1, allowing the coolant in battery flow path 3 to form a self-circulation. During this self-circulation, the coolant in battery flow path 3 can transfer heat from the high-temperature area of ​​the battery 31 to the low-temperature area, reducing the temperature difference between individual cells or battery modules, eliminating localized hot spots, and reducing the risk of thermal runaway.

[0048] Alternatively, after the electric drive flow path 4 is connected in series with the first heat exchange flow path 5, heat exchange can be performed between the first heat exchange flow path 5 and the refrigerant in the refrigerant flow path 2. The refrigerant flows from the first heat exchange flow path 5 to the first control valve 1, and then to the electric drive flow path 4, thereby cooling the electric drive components of the electric drive flow path 4. Alternatively, the electric drive flow path 4 can be selectively connected in series with the first sub-flow path 51 through the first control valve 1. After the electric drive flow path 4 is connected in series with the first sub-flow path 51, the coolant will circulate in the first sub-flow path 51 and the electric drive flow path 4, thereby enabling the low-temperature radiator 421 of the electric drive flow path 4 to dissipate heat from the electric drive components.

[0049] Furthermore, when the first heat exchange path 5 needs to exchange heat with the refrigerant path 2 through the first heat exchanger 21, the battery path 3 is connected to the first heat exchange path 5. After the first heat exchange path 5 is connected to the battery path 3, the battery 31 in the battery path 3 is cooled. When the first heat exchange path 5 does not need to exchange heat with the refrigerant path 2 through the first heat exchanger 21, the coolant in the first sub-path 51 can flow into the first control valve 1 through the fifth valve port 15, and then flow to the battery path 3 through the sixth valve port 16. The coolant flows to the fourth valve port 14 through the battery path 3, and then continues to flow to the first sub-path 51 through the third valve port 13, thereby realizing the self-circulation of the battery path 3 to equalize the temperature of the battery 31.

[0050] Therefore, by setting the first branch 50, the first heat exchange flow path 5 or the first sub-flow path 51 can be connected in series with the battery flow path 3, and the first heat exchange flow path 5 or the first sub-flow path 51 can be connected in series with the electric drive flow path 4. Multiple modes can be switched according to the different heat requirements and heat exchange requirements of the battery flow path 3 and the electric drive flow path 4.

[0051] In some embodiments, the thermal management system 100 further includes a second branch 60, one end of which is connected to the outlet of the second heat exchanger 22 and the other end of which is connected to the inlet of the second heat exchanger 22, so that the second branch 60 and a portion of the second heat exchange flow path 6 form a third sub-flow path 61, and the second branch 60 and another portion of the second heat exchange flow path 6 form a fourth sub-flow path 62. One end of the third sub-flow path 61 is connected to the second valve port 12 and the other end of which is connected to the eighth valve port 18. The fourth sub-flow path 62 is connected to the second heat exchanger 22. The electric drive flow path 4 is selectively connected to the third sub-flow path 61 through the first control valve 1, or the battery flow path 3 is selectively connected to the third sub-flow path 61 through the first control valve 1.

[0052] The second branch 60 and a portion of the first heat exchange flow path 5 form a third sub-flow path 61, which is connected to the first control valve 1. The second branch 60 and another portion of the first heat exchange flow path 5 form a fourth sub-flow path 62, which is connected to the second heat exchanger 22. When the coolant flows to the second heat exchange flow path 6 and the third sub-flow path 61 and the fourth sub-flow path 62 are connected, the coolant can exchange heat with the refrigerant in the refrigerant flow path 2 at the second heat exchanger 22. The coolant that absorbs heat at the second heat exchanger 22 can flow to the battery flow path 3 through the first control valve 1 to heat the battery 31 in the battery flow path 3. When the coolant in the second heat exchange flow path 6 does not need to exchange heat with the refrigerant flow path 2, the battery flow path 3 can be connected to the third sub-flow path 61 through the first control valve 1 to achieve self-circulation between the battery flow paths 3, so as to make the coolant uniformly heat the battery 31.

[0053] In addition, when the electric drive flow path 4 and the third sub-flow path 61 are connected through the first control valve 1, the coolant mainly flows in the third sub-flow path 61 in the second heat exchange flow path 6 and flows to the electric drive flow path 4, thereby realizing the series connection between the electric drive flow path 4 and the third sub-flow path 61 through the first control valve 1, and the low temperature radiator 421 can dissipate heat from the electric drive components in the electric drive flow path 4. When the second heat exchange flow path 6 needs to exchange heat with the refrigerant flow path 2 at the second heat exchanger 22, the coolant flows to the second heat exchanger 22 through the fourth sub-flow path 62 and then flows back to the fourth sub-flow path 62 and to the third sub-flow path 61. From the third sub-flow path 61, it flows to the electric drive flow path 4 through the first control valve 1. The coolant can not only absorb heat at the second heat exchanger 22, but also absorb heat from the electric drive components in the electric drive flow path 4 and transfer the heat to the second heat exchange flow path 6. When the second heat exchange flow path 6 is connected to the second heat exchange core 81, the crew compartment can be heated.

[0054] Therefore, by setting up the second branch 60, when the second heat exchange flow path 6 needs to exchange heat with the refrigerant flow path 2 through the second heat exchanger 22, the battery flow path 3 is connected to the second heat exchange flow path 6 to utilize the heat released at the second heat exchanger 22 to heat the battery 31. When the second heat exchange flow path 6 does not need to exchange heat with the refrigerant flow path 2 through the second heat exchanger 22, the battery flow path 3 can be connected to the third sub-flow path 61 between the second heat exchange flow path 6, allowing the coolant to self-circulate in the battery flow path 3 and achieve uniform temperature of the battery 31. At the same time, the design of the second branch 60 allows the electric drive flow path 4 to connect with the third sub-flow path 61 and the fourth sub-flow path 6. The refrigerant flow path 2 is connected to the second heat exchanger 22, where the heat is released and transferred to the fourth sub-flow path 62. The coolant in the fourth sub-flow path 62 can flow to the second heat exchange core 81 to heat the passenger compartment. The second heat exchange flow path 6 can also absorb the heat from the electric drive components in the electric drive flow path 4, or absorb the heat from the environment when the ambient temperature is high and apply the heat to the passenger compartment. Alternatively, the electric drive flow path 4 can be connected to the third sub-flow path 61 so that the low-temperature radiator 421 of the electric drive flow path 4 can dissipate heat from the electric drive components. Therefore, multiple modes can be switched according to different heat requirements and heat exchange requirements.

[0055] In some embodiments, the thermal management system 100 further includes a refrigerator flow path 9 and a second control valve 32. The second control valve 32 includes a second valve first port 321, a second valve second port 322, and a second valve third port 323. The refrigerator flow path 9 includes a refrigerator 91. The second valve first port 321 and the second valve third port 323 are connected in series to the battery flow path 3. One end of the refrigerator flow path 9 is connected to the second valve second port 322, and the other end is connected to the first heat exchange flow path 5.

[0056] In practice, one end of the refrigerator flow path 9 is connected to the second port 322 of the second valve, and the other end is connected to an inlet end of the second heat exchanger 22 through a three-way pipe 44. The refrigerator body 911 includes the refrigerator 91, which includes the refrigerator body 911 and the refrigerator cold plate 912 connected to the refrigerator body 911. That is, the coolant flows to the refrigerator cold plate 912 to improve the cooling effect of the refrigerator 91. The coolant can be divided into two paths: one path enters the refrigerator 91, and the other path flows to the battery 31 through the third port 323 of the second control valve 32. For example, after the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21, the coolant can flow to the battery 31 to cool the battery 31. At the same time, a part of the coolant flows to the refrigerator 91 through the second port 322 of the second valve to improve the cooling effect of the refrigerator 91.

[0057] If the refrigerator 91 is set to heating mode, and the inlet water temperature is lower than the refrigerator 91's required temperature, then the second valve, second port 322, does not need to be opened. Additionally, if the battery flow path 3 is heated, the coolant temperature in the battery flow path 3 will rise. If the coolant flows to the refrigerator 91 through the second valve, second port 322, it will enhance the refrigerator 91's heating effect. If the refrigerator 91's requirement is cooling, then coolant does not need to be introduced into the refrigerator 91. Therefore, a low-cost water-cooled refrigerator 91 solution can be achieved, utilizing a shared compressor 20 and replacing the refrigerant aluminum pipes with water pipes, thus reducing costs. The second control valve 32 is an FCTV valve (flow control three-way valve), focusing on controlling the flow of coolant along the second control valve 32 to the battery 31 and the refrigerator 91. It should be noted that the refrigerator 91 itself can achieve both cooling and heating. Introducing cold water into the refrigerator 91 will improve its cooling effect, while introducing hot water will improve its heating effect.

[0058] Therefore, the second control valve 32 can selectively allow coolant to flow into the battery flow path 3 and / or the refrigerator flow path 9. When the coolant cools the battery 31, it also improves the cooling effect of the refrigerator 91. When the coolant heats the battery 31, it improves the heating effect of the refrigerator 91. The cooling or heating of the refrigerator 91 corresponds to different operating temperature requirements of the refrigerator 91.

[0059] In some embodiments, the thermal management system 100 further includes a third branch 10, one end of which is connected to the electric drive flow path 4 and the other end of which is connected to the second heat exchange flow path 6, so that the coolant in the electric drive flow path 4 is suitable to flow through the third branch 10 to the second heat exchange flow path 6.

[0060] In practice, one end of the third branch 10 is connected to the main flow path 41 of the electric drive flow path 4 via a three-way pipe 44, and the other end is connected to the second heat exchange flow path 6. When the electric drive has a large heat dissipation requirement, the coolant can be directly connected between the electric drive flow path 4 and the second heat exchange flow path 6 at the third branch 10 to dissipate heat from the second heat exchange flow path 6. This improves the heat dissipation effect of the coolant after the electric drive flow path 4 and the second heat exchange flow path 6 are connected in series through the first control valve 1, thereby improving the heat dissipation effect of the electric drive components in the electric drive flow path 4. It also reduces the inlet water temperature at the second heat exchanger 22, thereby reducing the pressure of the refrigerant flow path 2. The reduced inlet water temperature at the second heat exchanger 22 improves the efficiency of refrigerant condensation and heat dissipation. The third branch 10 is equipped with a two-way proportional valve 101, which can be used to control the blocking and flow of the third branch 10 according to the actual situation.

[0061] It should be noted that when the second heat exchange flow path 6 and the electric drive flow path 4 are connected in series through the first control valve 1, whether the low-temperature radiator 421 in the electric drive flow path 4 dissipates heat from the second heat exchange flow path 6 or the second heat exchange flow path 6 absorbs the heat from the electric drive components in the electric drive flow path 4 depends on the current temperature of the electric drive components and the required temperature, as well as the current ambient temperature. If the current temperature of the electric drive components is high and the temperature still does not drop to the required temperature after the low-temperature radiator 421 dissipates heat, then the coolant in the second heat exchange flow path 6 can absorb the heat from the electric drive components. However, when the current temperature of the electric drive components is low but has not dropped to the required temperature, and is lower than the temperature in the second heat exchange flow path 6, the low-temperature radiator 421 can dissipate heat from the electric drive components and simultaneously dissipate heat from the coolant in the second heat exchange flow path 6.

[0062] In some embodiments, the thermal management system 100 further includes: a first core flow path 7, a first heat exchange core 71 connected in series in the first core flow path 7, and a first heat exchange flow path 5 selectively connected to the first heat exchange core 71 through the first core flow path 7; and / or, the thermal management system 100 further includes a second core flow path 8, a second heat exchange core 81 connected in series in the second core flow path 8, and a second heat exchange flow path 6 selectively connected to the second heat exchange core 81 through the second core flow path 8.

[0063] Specifically, one end of the first core flow path 7 can be selectively connected to the outlet of the first heat exchange flow path 5 near the water outlet of the first heat exchanger 21, and the other end of the first core flow path 7 is connected to the inlet of the first heat exchanger 21. If the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21, the temperature of the coolant decreases, and the coolant can flow to the first core flow path 7. The coolant in the first core flow path 7 flows to the first heat exchange core 71 of the passenger compartment, thus cooling the passenger compartment. Additionally, one end of the second core flow path 8 can be selectively connected to the coolant outlet of the second heat exchanger 22, and the other end is connected to the coolant inlet of the second heat exchanger 22. When the second heat exchanger 22 releases heat, the coolant can flow from the second core flow path 8 to the second heat exchange core 81 to transfer heat to the second heat exchange core 81, thus heating the passenger compartment.

[0064] Additionally, after the refrigerant flow path 2 exchanges heat with the first heat exchange flow path 5, it absorbs heat from the first heat exchange flow path 5. As a low-pressure, low-temperature gaseous / gas-liquid mixture, it flows through the first heat exchanger 21 and exchanges heat with the medium to be cooled (such as the coolant in the first heat exchange flow path 5), absorbing heat and completely vaporizing into low-pressure gaseous refrigerant, providing a compressible working fluid for the compressor 20. At this time, the compressor 20 draws in the low-pressure gaseous refrigerant from the upstream first heat exchanger 21 and, through mechanical compression, converts it into high-pressure, high-temperature superheated gaseous refrigerant (its temperature is much higher than the ambient temperature). The high-pressure, high-temperature superheated gaseous refrigerant enters the second heat exchanger 22 to exchange heat with the coolant (the coolant is a low-temperature cold source that continuously carries away heat). The refrigerant releases high-temperature heat and gradually condenses from a high-pressure gaseous state to a high-pressure liquid state, completing the external transfer of heat. The coolant absorbs the heat from the refrigerant and its temperature rises. It can selectively flow to the second core flow path 8 and heat the second heat exchange core 81 located in the crew compartment in the second core flow path 8, thereby achieving heating of the crew compartment.

[0065] The coolant can flow along the first core flow path 7 to the first heat exchange core 71 and simultaneously along the second core flow path 8 to the second heat exchange core 81. This allows for dehumidification of the passenger compartment. For example, the first heat exchange core 71 cools the air below the dew point to condense water (dehumidification), and the second heat exchange core 81 then reheats the dehumidified air, removing moisture from the air while ensuring a comfortable outlet air temperature. When the coolant flows through the first heat exchange core 71, the surface temperature of the first heat exchange core 71 is much lower than the air dew point. Temperature: The humid and hot air inside the car passes through the first heat exchange core 71, where water vapor condenses on the fins of the first heat exchange core 71 (becoming condensate and discharged outside the car), thus completing dehumidification. However, at this time, the air will be cooled to a lower temperature (such as around 10°C), and the direct airflow will feel noticeably cold. Meanwhile, the coolant flowing through the second heat exchange core 81 heats the heating core, allowing the cold air that has been dehumidified by the first heat exchange core 71 to be heated to a suitable outlet temperature by the second heat exchange core 81, ultimately blowing out dry and comfortable air.

[0066] When the coolant flows along the first core flow path 7 to the first heat exchange core 71 and does not flow along the second core flow path 8 to the second heat exchange core 81, it cools the passenger compartment; when the coolant flows along the first core flow path 7 to the second heat exchange core 81 but does not flow to the first heat exchange core 71, it heats the passenger compartment.

[0067] Therefore, by setting up the first core flow path 7 and the second core flow path 8, the first heat exchange flow path 5 and the refrigerant flow path 2 can exchange heat through the first heat exchanger 21 to form a primary heat exchange, and the first core flow path 7 and the first heat exchange flow path 5 can exchange heat again to form a secondary heat exchange, with the coolant flowing to the passenger compartment to cool the passenger compartment; the second heat exchange flow path 6 and the refrigerant flow path 2 exchange heat through the second heat exchanger 22 to form a primary heat exchange, and the second core flow path 8 and the second heat exchange flow path 6 can exchange heat again to form a secondary heat exchange, with the coolant flowing to the passenger compartment to heat the passenger compartment. Therefore, it is not necessary for the refrigerant to flow into the passenger compartment, allowing the coolant to enter the passenger compartment for heating or cooling, thus improving the safety of using R290 (propane) refrigerant.

[0068] In some embodiments, the thermal management system 100 further includes a third control valve 53, which includes a third valve first port 531, a third valve second port 532, and a third valve third port 533. The third valve first port 531 is selectively connected to the third valve second port 532 and the third valve third port 533, respectively. The third valve first port 531 and the third valve second port 532 are connected in series in the first heat exchange flow path 5. One end of the first core flow path 7 is connected to the third valve third port 533, and the other end is connected to the first heat exchange flow path 5 at the inlet of the first heat exchanger 21. When the coolant in the first heat exchange flow path 5 is adapted to exchange heat with the refrigerant flow path 2 through the first heat exchanger 21, the first core flow path 7 is adapted to be connected to the first heat exchange flow path 5 so that the coolant flows to the first core flow path 7 and cools the occupant compartment.

[0069] Specifically, the third control valve 53 is an ECTV valve (electrically controlled three-way valve). When the third control valve 53 is configured with its first port 531 and second port 532 connected, the coolant in the first heat exchange path 5 can exchange heat with the refrigerant in the refrigerant path 2 at the first heat exchanger 21. When coolant is not needed to enter the first core path 7 to cool the passenger compartment, the third port 533 of the third valve can be closed; or when heat exchange between the coolant in the first heat exchange path 5 and the refrigerant in the refrigerant path 2 is not needed, the connection between the first port 531 and the third port 533 of the third valve can be blocked. For example, if only the first heat exchange path... Heat exchange occurs between the first heat exchange path 5 and the refrigerant flow path 2, and the first heat exchange path 5 also exchanges heat with the battery flow path 3, thus achieving cooling of the battery 31 by the coolant. When both cooling of the battery 31 and cooling of the passenger compartment by the coolant are required, the coolant simultaneously flows through the second port 532 and the first port 531 of the third valve to the first control valve 1 and to the battery flow path 3, and through the first core flow path 7 to the first heat exchange core 71 to cool the passenger compartment. Alternatively, the coolant can exchange heat with the refrigerant flow path 2 at the second sub-flow path 52 through the first heat exchanger 21, thereby achieving cooling of the passenger compartment by the coolant flowing to the first heat exchange core 71. Thus, by setting the third control valve 53, the cooling of the battery 31 and the passenger compartment by the coolant can be switched as needed.

[0070] Of course, when the first heat exchange flow path 5 is connected to the electric drive flow path 4, the coolant in the first heat exchange flow path 5 and the refrigerant in the refrigerant flow path 2 exchange heat through the first heat exchanger 21. The coolant can then flow through the second port 532 of the third valve to the first port 531 of the third valve and to the first control valve 1, and to the electric drive flow path 4, thereby achieving cooling and heat dissipation of the electric drive components in the electric drive flow path 4.

[0071] In some embodiments, the thermal management system 100 further includes a fourth control valve 63, which includes a fourth valve first port 631, a fourth valve second port 632, and a fourth valve third port 633. The fourth valve first port 631 and the fourth valve second port 632 are connected in series in the second heat exchange flow path 6. One end of the second core flow path 8 is connected to the fourth valve third port 633, and the other end is connected to the second heat exchange flow path 6 at the water inlet of the second heat exchanger 22. When the coolant in the second heat exchange flow path 6 is adapted to exchange heat with the refrigerant flow path 2 through the second heat exchanger 22, the second core flow path 8 is adapted to communicate with the second heat exchange flow path 6 so that the coolant flows to the second core flow path 8 to heat the occupant compartment.

[0072] In practice, the fourth control valve 63 is an HCTV valve, which is a three-way valve for the heater core. It controls the flow of coolant to the heater core. When the second port 632 and the first port 631 of the fourth valve are blocked from connecting, the second port 632 and the third port 633 of the fourth valve are connected. The coolant flows from the fourth sub-flow path 62 of the second heat exchange flow path 6 to the second core flow path 8. The fourth sub-flow path 62 absorbs heat at the second heat exchanger 22. After absorbing heat, the coolant flows through the second core flow path 8 to the second heat exchange core 81, thereby heating the passenger compartment.

[0073] When the first port 631 of the fourth valve is connected to the second port 632 of the fourth valve, and the second port 632 of the fourth valve is connected to the third port 633 of the fourth valve, the coolant in the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22. At the same time, the second heat exchange flow path 6 is also used to absorb heat from the electric drive components in the electric drive flow path 4 and the environment. The heated coolant flows through the second core flow path 8 to the second heat exchange core 81, thereby realizing the rational use of heat and achieving heating of the crew cabin.

[0074] It should be noted that the embodiments of the present invention include the following operating modes, such as... Figure 1 As shown, Figure 1 This is a schematic diagram of the refrigeration and electric heat dissipation modes of the refrigerator 91 according to an embodiment of the present invention.

[0075] At this time, the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is closed. The compressor 20 and BEXV (electronic expansion valve 23) are working, the refrigerant flow path 2 is working, and the coolant in the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21, resulting in a decrease in temperature. The coolant enters the fifth valve port 15 of the first control valve 1 from the first heat exchange flow path 5. Since the fifth valve port 15 and the sixth valve port 16 are connected, the coolant... The coolant flows from the sixth valve port 16 to the battery flow path 3. Since the second valve first port 321 and the second valve third port 323 of the second control valve 32 are blocked from connecting, the second valve first port 321 and the second valve second port 322 are connected. The coolant flows through the refrigerator flow path 9 to the first core flow path 7, and then through the first core flow path 7 to the water inlet of the first heat exchanger 21. The first core flow path 7 and the refrigerator flow path 9 are connected by a three-way pipe 44, and a three-way pipe 44 is also provided at the water inlet of the first heat exchanger 21, so that the coolant flows along the three-way pipe 44 to the first heat exchange flow path 5, and at this time the refrigerator 91 can achieve cooling.

[0076] Simultaneously, after absorbing heat at the second heat exchanger 22, the coolant in the second heat exchange path 6 flows to the eighth valve port 18 of the first control valve 1, and then through the seventh valve port 17 to the first electric drive branch 42 and the main flow path 41. From the main flow path 41, it flows to the first valve port 11, and from the second valve port 12, it continues to flow to the second heat exchange path 6, thus connecting the electric drive path 4 and the second heat exchange path 6 in series. At this time, the coolant does not flow to the second core flow path 8, allowing the low-temperature radiator 421 to dissipate heat from the electric drive components. When the refrigerator 91 needs to heat, the battery 31 can be heated through other modes, and the coolant can also flow to the battery flow path 3. When the refrigerator 91 itself needs a higher temperature, the first port 321 of the second valve and the second port 322 of the second control valve 32 can be connected to improve the heating effect of the refrigerator 91.

[0077] like Figure 2 As shown, Figure 2 This is a schematic diagram of the battery 31 cooling + crew cabin cooling + electric drive heat dissipation mode. At this time, the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is closed. The compressor 20 and BEXV (electronic expansion valve 23) are working, the refrigerant flow path 2 is working, the coolant in the first heat exchange flow path 5 and the refrigerant flow path 2 exchange heat through the first heat exchanger 21, and the temperature decreases. The coolant enters the fifth valve port 15 of the first control valve 1 from the first heat exchange flow path 5. Since the fifth valve port 15 and the sixth valve port 16 are connected, the coolant flows to the battery flow path 3 through the sixth valve port 16, thereby cooling the battery 31 in the battery flow path 3. The coolant flows back to the fourth valve port 14 of the first control valve 1 and flows to the first heat exchange flow path 5 through the third valve port 13. At the same time, the first port 531 and the second port 532 of the third control valve 53 are connected, and the first port 531 and the third port 533 of the third valve are connected. The coolant flows from the first heat exchange flow path 5 to the first core flow path 7 and to the first heat exchange core 71 to achieve cooling of the crew cabin.

[0078] Meanwhile, after the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22, the coolant flows to the eighth valve port 18 of the first control valve 1, and then flows through the seventh valve port 17 to the first electric drive branch 42 and the main flow path 41. It then flows from the main flow path 41 to the first valve port 11 and continues to flow from the second valve port 12 to the second heat exchange flow path 6, thus realizing the series connection of the electric drive flow path 4 and the second heat exchange flow path 6. At this time, the coolant does not flow to the second core flow path 8, which can realize the heat dissipation of the electric drive component by the low temperature radiator 421.

[0079] like Figure 3 As shown, Figure 3This is a schematic diagram of the battery 31 cooling + passenger compartment heating + electric drive heat dissipation mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, the compressor 20 and BEXV (electronic expansion valve 23) are working, the fourth valve second port 632 and the fourth valve third port 633 of the fourth control valve 63 are connected, the fourth valve second port 632 and the fourth valve first port 631 are blocked from connection, the second valve first port 321 and the second valve second port 322 of the second control valve 32 are connected, the second valve first port 321 is connected to the third port 323 of the second valve; the first port 531 and the second port 532 of the third control valve 53 are connected, while the first port 531 and the third port 533 are not connected. After the coolant and refrigerant flow path 2 in the first heat exchange flow path 5 exchange heat through the first heat exchanger 21, the temperature decreases. The coolant enters the fifth port 15 of the first control valve 1 from the first heat exchange flow path 5. Since the fifth port 15 and the sixth port 16 are connected, the coolant flows to the battery flow path 3 through the sixth port 16, thereby cooling the battery 31 in the battery flow path 3. The coolant flows back to the fourth port 14 of the first control valve 1 and flows to the first heat exchange flow path 5 through the third port 13.

[0080] Meanwhile, the electric drive flow path 4 and the third sub-flow path 61 are connected by the first control valve 1. The coolant flows from the first valve port 11 to the first control valve 1, and from the second valve port 12 to the third sub-flow path 61, and from the eighth valve port 18 to the first control valve 1. It also flows from the seventh valve port 17 to the first electric drive branch 42 and the main flow path 41. This enables the low-temperature radiator 421 of the electric drive flow path 4 to dissipate heat from the electric drive components. The coolant flows from the fourth sub-flow path 62 of the second heat exchange flow path 6 through the second port 632 of the fourth valve to the third port 633 of the fourth valve, and then to the second heat exchange core 81 of the second core flow path 8, thereby achieving heating of the crew cabin.

[0081] like Figure 4 As shown, Figure 4This is a schematic diagram of the battery 31 cooling + passenger compartment dehumidification + electric drive heat dissipation mode in an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, the compressor 20 and BEXV (electronic expansion valve 23) are working, the fourth valve second port 632 and the fourth valve third port 633 of the fourth control valve 63 are connected, the fourth valve second port 632 and the fourth valve first port 631 are not connected; the second valve of the second control valve 32... The first port 321 and the second port 323 of the second valve are connected. The first port 531 and the second port 532 of the third control valve 53 are connected, and the first port 531 and the third port 533 of the third valve are connected. At this time, the coolant in the first heat exchange flow path 5 can exchange heat with the refrigerant flow path 2 and then flow to the first core flow path 7 to cool down and generate condensate for dehumidification. The second port 632 and the third port 633 of the fourth control valve 63 are connected, and the coolant in the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22 and then flows to the second core flow path 8 to achieve heating of the crew compartment, that is... Figure 4 and Figure 3 The difference is that, Figure 4 The first heat exchange core 71 is cooled and the second heat exchange core 81 is heated to meet the dehumidification requirement. The electric drive flow path 4 is normal and the third sub-flow path 61 is connected in series through the first control valve 1 to realize the low temperature heat sink 421 to dissipate heat from the electric drive components in the electric drive flow path 4.

[0082] like Figure 5 As shown, Figure 5 This is a schematic diagram of the battery 31 cooling + crew compartment shutdown + electric drive heat dissipation (mode 1) mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is blocked. The compressor 20 and BEXV (electronic expansion valve 23) are working. The third valve second port 532 and the third valve third port 533 of the third control valve 53 are blocked from connection. At this time, the crew compartment is in a shutdown state, without cooling, heating or dehumidification. The second heat exchange flow path 6 is connected to the electric drive flow path 4 through the first control valve 1, so that the low temperature radiator 421 in the electric drive flow path 4 can dissipate heat from the electric drive components.

[0083] like Figure 6 As shown, Figure 6This is a schematic diagram of the battery 31 cooling + crew compartment shutdown + electric drive heat dissipation (mode two) mode according to an embodiment of the present invention. The first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed. The compressor 20 and BEXV (electronic expansion valve 23) are not working. At this time, the coolant in the electric drive flow path 4 flows to the first valve port 11 of the first control valve 1, and flows through the second valve port 12 to the third sub-flow path 61, and then through the third sub-flow path 61. The coolant flows through the eighth valve port 18 and then through the eighth valve port 18 to the sixth valve port 16 of the battery flow path 3. After passing through the battery 31, the coolant flows to the fourth valve port 14 and then through the third valve port 13 to the first sub-flow path 51. After passing through the first sub-flow path 51, the coolant flows to the fifth valve port 15 and then through the seventh valve port 17 back to the electric drive flow path 4. This allows the low-temperature radiator 421 in the electric drive flow path 4 to dissipate heat from the electric drive components and also to dissipate heat from the battery 31 in the battery flow path 3. At the same time, the passenger compartment remains in a shutdown mode, meaning that there is no need to cool, heat, or dehumidify the passenger compartment.

[0084] like Figure 7 As shown, Figure 7 This is a schematic diagram of the battery 31 heating + crew cabin cooling + electric drive heat dissipation (mode 1) mode of this invention embodiment; at this time, the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, the ninth valve port 19 is closed, the compressor 20 and BEXV (electronic expansion valve 23) are working, the third valve second port 532 and the third valve third port 533 of the third control valve 53 are connected, and the cooling in the second sub-flow path 52... After heat exchange in the liquid and refrigerant flow path 2, the coolant flows to the first core flow path 7 to cool the first heat exchange core 71 and achieve refrigeration of the crew compartment; the electric drive flow path 4 is connected to the first sub-flow path 51 through the first control valve 1 to achieve heat dissipation of the electric drive components by the low temperature radiator 421 in the electric drive flow path 4; at the same time, the second heat exchange flow path 6 is connected to the battery flow path 3 through the first control valve 1, so that the coolant in the second heat exchange flow path 6 absorbs the heat at the second heat exchanger 22 and flows to the battery flow path 3 to heat the battery 31 and improve the working efficiency of the battery 31.

[0085] like Figure 8 As shown, Figure 8This is a schematic diagram of the battery 31 heating + crew cabin cooling + electric drive heat dissipation (mode two) mode of this invention embodiment; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, the ninth valve port 19 is closed, the compressor 20 and BEXV (electronic expansion valve 23) are working, the third valve second port 532 and the third valve third port 533 of the third control valve 53 are connected, the second valve first port 321 and the second valve third port 323 of the second control valve 32 are connected, after the second sub-flow path 52 in the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 through the first heat exchanger 21, the coolant flows to the first core flow path 7 and then to the first heat exchange core 71, thereby realizing the cooling of the crew cabin.

[0086] The coolant in the electric drive flow path 4 flows through the first valve port 11 to the second valve port 12, then to the second heat exchange flow path 6, and through the eighth valve port 18 to the first control valve 1. It then flows through the sixth valve port 16 to the battery flow path 3, returns to the first control valve 1 from the fourth valve port 14, flows to the first sub-flow path 51 from the third valve port 13, flows to the first control valve 1 from the fifth valve port 15, and flows to the first electric drive branch 42 from the seventh valve port 17 and then to the main flow path 41. This achieves series connection between the electric drive flow path 4 and the battery flow path 3, allowing the battery flow path 3 to absorb the heat from the electric drive components in the electric drive flow path 4 to heat the battery 31. In other words, even if there is a low-temperature radiator 421, after the low-temperature radiator 421 dissipates heat from the electric drive components, the temperature of the electric drive components is still higher than the temperature of the battery 31, and the temperature of the battery 31 needs to be raised to meet the working requirements. Therefore, the battery 31 can absorb the heat from the electric drive components in the electric drive flow path 4 to heat the battery 31.

[0087] like Figure 9 As shown, Figure 9This is a schematic diagram of the battery 31 heating + passenger compartment heating + electric drive cooling (mode 1) mode of an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed; the compressor 20 and the BEXV (electronic expansion valve 23) are working; the fourth valve first port 631 and the fourth valve second port 632 of the fourth control valve 63 are connected, and the fourth valve second port 632 and the fourth valve third port 633 are connected; the battery flow path 3 and the second heat exchange flow path 6 are connected through the first control valve 1; and the first heat exchange flow path 5 and the electric drive flow path are connected. 4. The first heat exchange path 5 and the refrigerant path 2 are connected via the first control valve 1. After heat exchange through the first heat exchanger 21, the coolant flows through the first heat exchange path 5 and the first control valve 1 to the first electric drive branch 42 and the main flow path 41 of the electric drive path 4. This achieves cooling of the first heat exchange path 5 and the refrigerant path 2 after heat exchange through the first heat exchanger 21, and the coolant enters the electric drive path 4. In other words, the cooling of the coolant, combined with the low-temperature radiator 421, dissipates heat from the electric drive components. The battery path 3 and the second heat exchange path 6 are connected. After the coolant in the second heat exchange path 6 absorbs heat from the second heat exchanger 22, the coolant temperature rises, which heats the battery 31 in the battery path 3. After the coolant temperature rises in the second heat exchange path 6, it flows to the second core path 8, achieving heating of the crew compartment.

[0088] like Figure 10 As shown, Figure 10This is a schematic diagram of the battery heating + passenger compartment heating + electric drive cooling (mode two) mode of this invention embodiment; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the ninth valve port 19 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the seventh valve port 17 is closed; the compressor 20 and BEXV are working; the fourth valve first port 631 and the fourth valve second port 632 of the fourth control valve 63 are connected, and the fourth valve second port 632 and the fourth valve third port 633 are connected, the battery flow path 3 and the second heat exchange flow path 6 are connected through the first control valve 1, and the first heat exchange flow path 5 and the electric drive flow path 4 are connected through the first control valve 1, the first heat exchange flow path 5 and the electric drive flow path 4 are connected through the first control valve 1, the first heat exchange flow path 5 and the electric drive flow path 6 ... After the coolant in path 5 exchanges heat with the refrigerant in path 2 through the first heat exchanger 21, the coolant flows through the first heat exchange path 5 and the first control valve 1 to the second electric drive branch 43 and the main path 41 of the electric drive path 4. This allows the coolant in the first heat exchange path 5 to exchange heat with the refrigerant in path 2 and then flow to the electric drive assembly in the electric drive path 4 to cool and dissipate heat. The battery path 3 is connected to the second heat exchange path 6. After the coolant in the second heat exchange path 6 absorbs heat from the second heat exchanger 22, the coolant temperature rises to heat the battery 31 in the battery path 3. After the coolant temperature rises in the second heat exchange path 6, it flows to the second core path 8 to heat the passenger compartment.

[0089] Figure 11 This is a schematic diagram of the battery heating + passenger compartment dehumidification + electric drive heat dissipation mode of an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed, and the compressor 20 and BEXV are working; at this time, the battery flow path 3 and the second heat exchange flow path 6 are connected through the first control valve 1, and the first sub-flow path 51 in the first heat exchange flow path 5 and the electric drive flow path 4 are connected through the first control valve 1, so that the low temperature radiator 421 in the electric drive flow path 4 dissipates heat from the electric drive components, and the second heat exchange flow path 6 in the second heat exchanger 2 The system absorbs heat at two points, raising the temperature of the coolant so that it flows to the battery flow path 3 to heat the battery 31. Simultaneously, the second port 632 and the third port 633 of the fourth valve are connected, and the second port 632 and the first port 631 of the fourth valve are also connected, allowing the coolant in the second heat exchange flow path 6 to flow to the second core flow path 8 to heat the second heat exchange core 81 and thus heat the passenger compartment. At the same time, the second sub-flow path 52 in the first heat exchange flow path 5 is connected to the first core flow path 7, allowing the coolant to flow to the first heat exchange core 71 after cooling, thus cooling the passenger compartment. In other words, the first heat exchange core 71 and the second heat exchange core 81 work simultaneously to achieve a dehumidification effect on the passenger compartment.

[0090] like Figure 12 As shown, Figure 12 This is a schematic diagram of the battery heating + passenger compartment shutdown + electric drive cooling (mode 1) mode of an embodiment of the present invention. The first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed. The compressor 20 and BEXV are working. The second heat exchange flow path 6 and the battery flow path 3 are connected through the first control valve 1 to heat the battery 31. The first heat exchange flow path 5 and the electric drive flow path 4 are connected through the first control valve 1 to allow the coolant in the first heat exchange flow path 5 to exchange heat and cool down through the first heat exchanger 21 and the refrigerant flow path 2. The cooled coolant and the low-temperature radiator 421 together dissipate heat for the electric drive components. At the same time, the first core flow path 7 is not connected to the first heat exchange flow path 5, and the second core flow path 8 is not connected to the second heat exchange flow path 6. The passenger compartment is not cooled, heated, or dehumidified.

[0091] like Figure 13 As shown, Figure 13 This is a schematic diagram of the battery heating + crew compartment shutdown + electric drive cooling (mode two) mode of an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed. The coolant flows from the electric drive flow path 4 to the first valve port 11 of the first control valve 1, and flows through the second valve port 12 to the third sub-flow path 61 in the second heat exchange flow path 6, flows through the third sub-flow path 61 to the eighth valve port 18, and flows through the sixth valve port 16 to the battery 31 in the battery flow path 3, and flows to the fourth valve port 14. The coolant flows through the fourth valve port 14 to the third valve port 12. The coolant flows from port 13 to the first sub-flow path 51, then through the first sub-flow path 51 to the fifth valve port 15, then through the fifth valve port 15 to the seventh valve port 17, and finally through the seventh valve port 17 to the electric drive flow path 4. This allows the battery 31 to absorb the heat from the electric drive components in the electric drive flow path 4, thus heating the battery 31. The electric drive flow path 4 and the third sub-flow path 61 are connected in series via the first control valve 1. The low-temperature radiator 421 can dissipate heat from the electric drive components in the electric drive flow path 4. In other words, after the heat from the electric drive components in the electric drive flow path 4 is applied to the battery flow path 3, the temperature of the coolant in the electric drive flow path 4 is reduced, thus dissipating heat from the electric drive components in the electric drive flow path 4. At this time, the passenger compartment is not cooled, heated, or dehumidified.

[0092] like Figure 14 As shown, Figure 14This is a schematic diagram of the battery temperature equalization + passenger compartment cooling + electric drive heat dissipation mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, the compressor 20 and BEXV are working, the battery flow path 3 and the first sub-flow path 51 are connected in series through the first control valve 1, and the electric drive flow path 4 and the second heat exchange flow path 6 are connected through the first control valve 1. The control valve 1 is connected in series, and the battery flow path 3 can be self-circulated through the coolant to achieve uniform temperature of the battery 31, reduce the overheating of the battery 31, and improve the safety of the battery 31. The electric drive flow path 4 can dissipate heat through the low temperature radiator 421. The third sub-flow path 61 of the first heat exchange flow path 5 and the first core flow path 7 are connected, so that the coolant and refrigerant flow path 2 of the third sub-flow path 61 can exchange heat through the first heat exchanger 21. The coolant flows to the first core flow path 7 and then to the first heat exchange core 71 to cool the crew cabin.

[0093] like Figure 15 As shown, Figure 15 This is a schematic diagram of the battery 31 temperature equalization + passenger compartment heating + electric drive heat dissipation (mode 1) mode according to an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed. The compressor 20 and BEXV are working. The first electric drive branch 42, the main flow path 41 and the first heat exchange flow path 5 of the electric drive flow path 4 are connected through the first control valve 1. The first electric drive branch 42 includes a low-temperature radiator 421, and the cooling in the first heat exchange flow path 5 is... The coolant and refrigerant flow path 2 cools down after heat exchange through the first heat exchanger 21. The cooled coolant and the low-temperature radiator 421 can jointly dissipate heat from the electric drive components in the electric drive flow path 4. The coolant in the fourth sub-flow path 62 of the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22 and its temperature rises. It then flows to the second core flow path 8 and through the second core flow path 8 to the second heat exchange core 81, thereby heating the crew compartment. The battery flow path 3 and the third sub-flow path 61 are connected by the first control valve 1. The coolant circulates in the battery flow path 3 and the third sub-flow path 61 to achieve a uniform temperature effect for the battery 31.

[0094] like Figure 16 As shown, Figure 16 This is a schematic diagram of the battery 31 temperature equalization + passenger compartment heating + electric drive heat dissipation (mode two) mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the ninth valve port 19 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, the seventh valve port 17 is closed, and the compressor 20 and BEXV are working; this mode and Figure 15The difference lies in the fact that the coolant in the electric drive flow path 4 does not pass through the first electric drive branch 42 but through the second electric drive branch 43, that is, it does not pass through the low-temperature radiator 421. It mainly exchanges heat with the refrigerant flow path 2 through the first heat exchanger 21 after passing through the first heat exchanger 5, and the coolant temperature decreases to cool the electric drive components in the electric drive flow path 4. The battery flow path 3 and the third sub-flow path 61 are connected by the first control valve 1. The coolant flows in the battery flow path 3 and the third sub-flow path 61 to achieve the temperature uniformity of the battery 31. The coolant in the fourth sub-flow path 62 of the second heat exchange flow path 6 absorbs heat at the second heat exchanger 22 and its temperature rises. Then it flows to the second core flow path 8 and flows to the second heat exchange core 81 through the second core flow path 8 to achieve heating of the crew compartment.

[0095] like Figure 17 As shown, Figure 17 This is a schematic diagram of the battery 31 temperature equalization + passenger compartment heating + electric drive heat dissipation (mode 3) mode of the present invention embodiment; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the ninth valve port 19 are connected, and the seventh valve is not connected. When the compressor 20 and BEXV are working, the main flow path 41, the second electric drive branch 43 and the third sub-flow path 61 of the electric drive flow path 4 are connected through the first control valve 1. When the ambient temperature is low, the electric drive components in the electric drive flow path 4 can dissipate heat through the environment. The first sub-flow path 51 in the first heat exchange flow path 5 and the battery flow path 3 are connected through the first control valve 1 to achieve temperature equalization of the battery 31. The third sub-flow path 61 is connected through the fourth control valve 63. After the coolant exchanges heat with the refrigerant flow path 2 in the third sub-flow path 61 and is heated by the second heat exchanger 22, the heated coolant flows to the second heat exchange core 81 of the crew compartment to achieve heating of the crew compartment.

[0096] like Figure 18 As shown, Figure 18This is a schematic diagram of the battery 31 temperature equalization + passenger compartment dehumidification + electric drive heat dissipation (mode 1) mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is closed; the compressor 20 and BEXV are working; the third sub-flow path 61 in the electric drive flow path 4 and the second heat exchange flow path 6 are connected through the first control valve 1. The battery flow path 3 and the first sub-flow path 51 are connected by the first control valve 1. The second sub-flow path 52 in the first heat exchange flow path 5 and the first core flow path 7 are connected by the third control valve 53. The coolant flows to the first core flow path 7 to cool the passenger compartment. The coolant in the second heat exchange flow path 6 flows to the second core flow path 8 through the fourth control valve 63 in the fourth sub-flow path 62 to heat the passenger compartment. Thus, the passenger compartment temperature can be lowered and then raised to achieve dehumidification. The first electric drive branch 42, the main flow path 41 and the third sub-flow path 61 in the electric drive flow path 4 are connected by the first control valve 1 to achieve heat dissipation of the electric drive components by the low-temperature radiator 421 in the electric drive flow path 4.

[0097] like Figure 19 As shown, Figure 19 This is a schematic diagram of the battery 31 temperature equalization + passenger compartment dehumidification + electric drive heat dissipation (mode two) mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the ninth valve port 19 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, the seventh valve port 17 is closed, and the compressor 20 and BEXV are working; this mode and Figure 18 The difference lies in that, at this time, the second electric drive branch 43 and the main flow path 41 of the electric drive flow path 4 are connected through the first control valve 1 and the third sub-flow path 61 to form a first series flow path, and the battery flow path 3 and the first sub-flow path 51 are connected through the first control valve 1 to form a second series flow path. The first series flow path and the second series flow path are connected through the first control valve 1. For example, the coolant enters along the first valve port 11 and flows along the second valve port 12 to the third sub-flow path 61, and enters the first control valve 1 from the eighth valve port 18 and flows from the sixth valve port 16 to the battery flow path 3 and through the fourth valve port 14. The coolant flows to the first control valve 1, and from the third valve port 13 to the first sub-flow path 51 and from the fifth valve port 15 to the first control valve 1, and from the ninth valve port 19 to the second electric drive branch 43 and the electric drive assembly, and then flows to the first valve port 11 of the first control valve 1. At this time, the coolant can be circulated in the battery 31 and the electric drive assembly, so that the electric drive assembly and the battery 31 can achieve the effect of uniform temperature. That is, in the scenario where the water temperature in the electric drive flow path 4 is not very high, it is not necessary to pass through the low temperature radiator 421. The battery flow path 3 and the electric drive flow path 4 are connected in series to achieve uniform temperature.

[0098] Furthermore, the second sub-flow path 52 and the first core flow path 7 in the first heat exchange flow path 5 are connected by the third control valve 53, and the coolant flows to the first core flow path 7 to cool the crew compartment; the coolant in the second heat exchange flow path 6 flows to the second core flow path 8 in the fourth sub-flow path 62 through the fourth control valve 63 to heat the crew compartment, thus achieving the dehumidification of the crew compartment after the temperature of the crew compartment is reduced.

[0099] like Figure 20 As shown, Figure 20 This is a schematic diagram of the battery 31 temperature equalization + crew compartment shutdown + electric drive heat dissipation mode according to an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, and the compressor 20 and BEXV do not work; the first sub-flow path 51 and the battery flow path 3 are connected in series through the first control valve 1, and the third sub-flow path 61 and the first electric drive branch 42 of the electric drive flow path 4 are connected through the first control valve 1. The electric drive components are cooled by the low temperature radiator 421, and the crew compartment is not cooled, heated or dehumidified.

[0100] like Figure 21 As shown, Figure 21 This is a schematic diagram of the battery 31 shutdown + crew cabin cooling + electric drive heat dissipation mode in an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, and the compressor 20 and BEXV are working; the coolant in the second sub-flow path 52 of the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 and flows to the first core flow path 7 to achieve cooling of the crew cabin, the battery flow path 3 is not working, and the electric drive flow path 4 and the second heat exchange flow path 6 are connected through the first control valve 1 to achieve heat dissipation of the electric drive components by the low temperature radiator 421.

[0101] like Figure 22 As shown, Figure 22This is a schematic diagram of the battery 31 shutdown + passenger compartment heating + electric drive cooling mode according to an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed; the compressor 20 and BEXV are working; the coolant in the electric drive flow path 4 flows through the first electric drive branch 42 and the main flow path 41 to the first valve port 11 of the first control valve 1, and passes through the third valve port. 13 flows to the first heat exchange flow path 5, and through the first heat exchange flow path 5 flows to the third valve port 13, realizing the series connection between the first heat exchange flow path 5, the first electric drive branch 42, and the main flow path 41, so that the coolant can exchange heat with the refrigerant flow path 2 through the first heat exchanger 21 at the first heat exchange flow path 5. The cooled coolant flows to the electric drive flow path 4 to cool and dissipate heat from the electric drive components. The second heat exchange flow path 6 is connected to the second core flow path 8, so that the heat absorbed by the coolant in the second heat exchange flow path 6 can be applied to the crew compartment for heating.

[0102] like Figure 23 As shown, Figure 23 This is a schematic diagram of the battery 31 shutdown + passenger compartment dehumidification + electric drive heat dissipation (mode 1) mode of an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is closed, and the compressor 20 and BEXV are working; at this time, the coolant in the second sub-flow path 52 of the first heat exchange flow path 5 exchanges heat with the refrigerant flow path 2 through the first heat exchanger 21 and flows to the first core flow path 7 to cool the passenger compartment. At the same time, the fourth control valve 1... The connection between the second port 632 and the first port 631 of the fourth valve of the control valve 63 is blocked, while the connection between the second port 632 and the third port 633 of the fourth valve is maintained. The coolant in the fourth sub-flow path 62 of the second heat exchange flow path 6 flows to the second core flow path 8 to heat the crew compartment. In other words, the crew compartment is both cooled and heated. At this time, it is the dehumidification mode of the crew compartment. The electric drive flow path 4 and the first sub-flow path 51 are connected in series through the first control valve 1 to achieve the cooling of the electric drive components by the low temperature radiator 421 of the electric drive flow path 4. The battery 31 and the pump in the battery flow path 3 are in a non-working state.

[0103] like Figure 24 As shown, Figure 24This is a schematic diagram of the battery 31 shutdown + passenger compartment dehumidification + electric drive heat dissipation (mode 2) mode of this embodiment of the invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, the ninth valve port 19 is closed, and the compressor 20 and BEXV are working; the first electric drive branch 42, the main flow path 41 and the third sub-flow path 61 of the electric drive flow path 4 are connected in series through the first control valve 1, and the second sub-flow path 52 and the first core flow path 7 are connected through the third control valve 53, and the fourth sub-flow path 62 and the second core flow path 8 in the second heat exchange flow path 6 are connected through the fourth control valve 63, thereby realizing the dehumidification of the passenger compartment, and when the electric drive heats up, the third sub-flow path 61 in the second heat exchange flow path 6 and the electric drive flow path 4 are connected through the first control valve 1, while the battery 31 and the pump in the battery flow path 3 are in a non-working state.

[0104] Figure 25 This is a schematic diagram of the battery 31 shutdown + passenger compartment shutdown + electric drive cooling (mode 1) mode of an embodiment of the present invention; the first valve port 11 and the third valve port 13 of the first control valve 1 are connected, the second valve port 12 and the fourth valve port 14 are connected, the fifth valve port 15 and the seventh valve port 17 are connected, the eighth valve port 18 and the sixth valve port 16 are connected, and the ninth valve port 19 is not connected; the compressor 20 and BEXV are not working; that is, the passenger compartment is not cooled, not heated and not dehumidified; the first sub-flow path 51 and the electric drive flow path 4 are connected through the first control valve 1, the coolant flows to the first valve port 11 and then flows to the first sub-flow path 51 through the third valve port 13, and then flows to the first control valve 1 through the fifth valve port 15, and flows to the electric drive flow path 4 from the seventh valve port 17, so that the low temperature radiator 421 can dissipate heat from the electric drive components.

[0105] Figure 26 This is a schematic diagram of the battery 31 shutdown + crew compartment shutdown + electric drive cooling (mode 2) mode of an embodiment of the present invention; the first valve port 11 and the second valve port 12 of the first control valve 1 are connected, the third valve port 13 and the fourth valve port 14 are connected, the fifth valve port 15 and the sixth valve port 16 are connected, the eighth valve port 18 and the seventh valve port 17 are connected, and the ninth valve port 19 is not connected; the battery 31 and the related pump in the battery flow path 3 are not working, and the electric drive flow path 4 and the third sub-flow path 61 are connected in series to form a low temperature radiator 421 to dissipate heat from the electric drive components.

[0106] Therefore, this embodiment of the invention can realize the functions of passenger compartment cooling, passenger compartment heating, and passenger compartment dehumidification under R290 refrigerant; battery 31 cooling, battery 31 heating, heat dissipation of electric drive components in electric drive flow path 4, refrigerator 91 cooling, refrigerator 91 heating, etc., to ensure passenger compartment comfort, meet the thermal requirements of battery 31, and ensure driving safety; and through the combination of the first control valve 1, the second control valve 32, the third control valve 53 and the fourth control valve 63, multi-mode switching can be realized, saving costs and making full use of heat.

[0107] In some embodiments, the refrigerant in the refrigerant flow path 2 is a first-class refrigerant, which includes hydrocarbon refrigerants, flammable refrigerants, or explosive refrigerants.

[0108] Specifically, refrigerant flows through refrigerant flow path 2, which can exchange heat with other flow paths through the refrigerant. The refrigerant can be set as a first-class refrigerant, including hydrocarbon refrigerants, flammable refrigerants, or explosive refrigerants. The second-class refrigerant is a conventional refrigerant, such as R134a, whose GWP value is greater than 150, which does not comply with environmental regulations. In this embodiment, the first-class refrigerant is set as R290, whose GWP value is only 3.3, which can ensure the overall environmental protection and energy saving of the thermal management system 100. In addition, R290 has a large cooling capacity per unit volume, which can improve the energy efficiency of the thermal management system 100.

[0109] Furthermore, the first heat exchange path 5 and the second heat exchange path 6 exchange heat with the refrigerant path 2, thereby allowing the refrigerant path 2 to indirectly cool the first heat exchange core 71 through the first heat exchange path 5, and to indirectly heat the second heat exchange core 81 through the second heat exchange path 6. The first type of refrigerant is a harmful refrigerant. By exchanging heat with the refrigerant path 2 through the first heat exchange path 5 and the second heat exchange path 6, the first type of refrigerant in the refrigerant path 2 can be prevented from flowing into the passenger compartment, thereby improving safety.

[0110] This invention also discloses a vehicle including the aforementioned thermal management system 100. When heating or cooling the passenger compartment, the system utilizes coolant for both. The refrigerant in refrigerant flow path 2 exchanges heat with the coolant in the first heat exchange flow path 5, and the coolant in the first heat exchange flow path 5 then exchanges heat with the first heat exchange core 71, thus achieving secondary heat exchange. Similarly, the refrigerant in refrigerant flow path 2 exchanges heat with the coolant in the second heat exchange flow path 6, and the coolant in the second heat exchange flow path 6 then exchanges heat with the second heat exchange core 81, achieving secondary heat exchange. Therefore, the refrigerant does not need to enter the passenger compartment. Thus, when using R290 (propane) as the refrigerant, the risk of explosion, suffocation, poisoning, and other serious consequences in the passenger compartment is reduced. Furthermore, the combination of the first control valve 1, the second control valve 32, the third control valve 53, and the fourth control valve 63 enables multi-mode switching, saving costs and ensuring full utilization of heat.

[0111] 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.

[0112] 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 (100), characterized in that, include: The refrigerant flow path (2) includes a compressor (20), a first heat exchanger (21), and a second heat exchanger (22) connected in series. The first heat exchange flow path (5) exchanges heat with the refrigerant flow path (2) through the first heat exchanger (21), and the medium in the first heat exchange flow path (5) is suitable to flow to the first heat exchange core (71) to cool the first heat exchange core (71). The second heat exchange path (6) exchanges heat with the refrigerant path (2) through the second heat exchanger (22) to heat the second heat exchange core (81) of the crew compartment through the second heat exchange path (6) when the refrigerant path (2) exchanges heat with the second heat exchange path (6).

2. The thermal management system (100) according to claim 1, characterized in that, It also includes a battery flow path (3) and an electric drive flow path (4), wherein the battery flow path (3) is selectively connected to one of the first heat exchange flow path (5) and the second heat exchange flow path (6), and the electric drive flow path (4) is selectively connected to the other of the first heat exchange flow path (5) and the second heat exchange flow path (6), or the battery flow path (3) and the electric drive flow path (4) are connected in series.

3. The thermal management system (100) according to claim 2, characterized in that, It also includes a first control valve (1), which includes a first valve port (11), a second valve port (12), a third valve port (13), a fourth valve port (14), a fifth valve port (15), a sixth valve port (16), a seventh valve port (17), an eighth valve port (18), and a ninth valve port (19). One end of the battery flow path (3) is connected to the fourth valve port (14) and the other end is connected to the sixth valve port (16). One end of the first heat exchange flow path (5) is connected to the third valve port (13) and the other end is connected to the fifth valve port (15). One end of the second heat exchange flow path (6) is connected to the eighth valve port (18) and the other end is connected to the second valve port (12). The electric drive flow path (4) includes a main flow path (41), a first electric drive branch path (42) and a second electric drive branch path (43). One end of the main flow path (41) is connected to a three-way pipe (44), and the other end is connected to the first valve port (11). The first electric drive branch path (42) is provided with a low temperature heat sink (421). One end of the first electric drive branch path (42) is connected to the main flow path (41) through the three-way pipe (44), and the other end is connected to the seventh valve port (17). One end of the second electric drive branch path (43) is connected to the ninth valve port (19), and the other end is connected to the main flow path (41) through the three-way pipe (44).

4. The thermal management system (100) according to claim 3, characterized in that, It also includes a first branch (50), one end of which is connected to the outlet of the first heat exchanger (21) and the other end of which is connected to the inlet of the first heat exchanger (21), so that the first branch (50) and a portion of the first heat exchange flow path (5) form a first sub-flow path (51), and the first branch (50) and another portion of the first heat exchange flow path (5) form a second sub-flow path (52), one end of the first sub-flow path (51) is connected to the third valve port (13) and the other end of which is connected to the fifth valve port (15), the second sub-flow path (52) is connected to the first heat exchanger (21), the battery flow path (3) is selectively connected to the first sub-flow path (51) through the first control valve (1), or the electric drive flow path (4) is selectively connected to the first sub-flow path (51) through the first control valve (1).

5. The thermal management system (100) according to claim 4, characterized in that, It also includes a second branch (60), one end of which is connected to the outlet of the second heat exchanger (22) and the other end of which is connected to the inlet of the second heat exchanger (22), so that the second branch (60) and a portion of the second heat exchange flow path (6) form a third sub-flow path (61), and the second branch (60) and another portion of the second heat exchange flow path (6) form a fourth sub-flow path (62). One end of the third sub-flow path (61) is connected to the second valve port (12) and the other end is connected to the eighth valve port (18). The fourth sub-flow path (62) is connected to the second heat exchanger (22). The electric drive flow path (4) is selectively connected to the third sub-flow path (61) through the first control valve (1), or the battery flow path (3) is selectively connected to the third sub-flow path (61) through the first control valve (1).

6. The thermal management system (100) according to claim 2, characterized in that, It also includes a refrigerator flow path (9) and a second control valve (32), the second control valve (32) including a second valve first port (321), a second valve second port (322) and a second valve third port (323); The refrigerator flow path (9) includes a refrigerator (91), the first port (321) of the second valve and the third port (323) of the second valve are connected in series to the battery flow path (3), one end of the refrigerator flow path (9) is connected to the second port (322) of the second valve and the other end is connected to the first heat exchange flow path (5).

7. The thermal management system (100) according to claim 2, characterized in that, It also includes a third branch (10), one end of which is connected to the electric drive flow path (4) and the other end is connected to the second heat exchange flow path (6), so that the coolant of the electric drive flow path (4) is suitable to flow through the third branch (10) to the second heat exchange flow path (6).

8. The thermal management system (100) according to claim 1, characterized in that, Also includes: The first core flow path (7) is connected in series with the first core flow path (7), and the first heat exchange core (71) is selectively connected to the first heat exchange core (71) through the first core flow path (7). And / or, it also includes a second core flow path (8), wherein the second heat exchange core (81) is connected in series in the second core flow path (8), and the second heat exchange flow path (6) is selectively connected to the second heat exchange core (81) through the second core flow path (8).

9. The thermal management system (100) according to claim 8, characterized in that, It also includes a third control valve (53), which includes a third valve first port (531), a third valve second port (532) and a third valve third port (533). The third valve first port (531) is selectively connected to the third valve second port (532) and the third valve third port (533), respectively. The third valve first port (531) and the third valve second port (532) are connected in series in the first heat exchange flow path (5). One end of the first core flow path (7) is connected to the third port (533) of the third valve and the other end is connected to the first heat exchange flow path (5) at the water inlet of the first heat exchanger (21). When the coolant in the first heat exchange flow path (5) is suitable for exchanging heat with the refrigerant flow path (2) through the first heat exchanger (21), the first core flow path (7) is suitable for connecting with the first heat exchange flow path (5) so that the coolant flows to the first core flow path (7) and cools the crew cabin.

10. The thermal management system (100) according to claim 8, characterized in that, It also includes a fourth control valve (63), which includes a fourth valve first port (631), a fourth valve second port (632) and a fourth valve third port (633), wherein the fourth valve first port (631) and the fourth valve second port (632) are connected in series in the second heat exchange flow path (6); One end of the second core flow path (8) is connected to the third port (633) of the fourth valve and the other end is connected to the second heat exchange flow path (6) at the inlet of the second heat exchanger (22). When the coolant in the second heat exchange flow path (6) is adapted to exchange heat with the refrigerant flow path (2) through the second heat exchanger (22), the second core flow path (8) is adapted to be connected to the second heat exchange flow path (6) so that the coolant flows to the second core flow path (8) to heat the crew compartment.

11. The thermal management system (100) according to claim 1, characterized in that, The refrigerant in the refrigerant flow path (2) is a first-class refrigerant, which includes hydrocarbon refrigerants, flammable refrigerants or explosive refrigerants.

12. A vehicle, characterized in that, Includes the thermal management system (100) according to any one of claims 1-10.

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