Thermal management system for vehicle

Abstract

The utility model discloses a thermal management system for a vehicle. The thermal management system comprises a refrigerant loop, a first cooling liquid loop and a second cooling liquid loop. The refrigerant loop comprises a first valve, a plate heat exchanger and a first branch pipeline which are connected in series through a refrigerant connecting pipeline, the first branch pipeline is provided with a second valve and a battery cooler which are connected in series, and the refrigerant connecting pipeline is connected to the air conditioning device. The first cooling liquid loop comprises a first water pump, an electric heater and a battery which are connected in series through a first cooling liquid pipeline, and the first cooling liquid pipeline is further connected to the battery cooler. The second cooling liquid loop comprises a second water pump, an electrical assembly and a low-temperature water tank which are connected in series through a second cooling liquid pipeline, and the second cooling liquid pipeline is further connected to the plate heat exchanger. The first cooling liquid loop and the second cooling liquid loop are coupled through a multi-way valve, and the multi-way valve can be operated to enable the first cooling liquid loop and the second cooling liquid loop to be connected in parallel or in series.

Description

Technical Field

[0001] The utility model relates to the field of automobiles, in particular to a thermal management system for vehicles. Background Art

[0002] With the development of automotive technology, new energy electric vehicles have gradually replaced traditional fuel vehicles and become the mainstream of the automotive industry development. Electric vehicles use batteries as the power core, and not only need to cool the batteries to ensure the safe and efficient operation of the batteries, but also need to meet the comfort of the passenger compartment and driving safety. At present, the mainstream thermal management system for electric vehicles is a system that combines a heat pump air-conditioning system and an electric heater, and recovers the waste heat of electrical components and auxiliary electric heaters for heating in winter conditions. Compared with the traditional air-conditioning heating system, the structure of the air-conditioning device is relatively complex, and the number of required components has also increased, which has increased the cost of the entire thermal management system. According to the current market feedback, the vehicle manufacturers hope to strictly control the cost of the air-conditioning device, and at the same time require the thermal management system to operate more efficiently. Therefore, researching an air-conditioning device with high efficiency and low cost will be of great help to promote the wide use of the air-conditioning device in electric vehicles and solve the problem of winter driving range attenuation.

[0003] In addition, due to the relatively complex circuit of the air-conditioning device, the number of components involved, especially the pipelines of the system, is very large. The pursuit of extreme aerodynamics makes the shape of the front cabin streamlined, resulting in limited space in the front cabin. Therefore, the requirements for the layout of the air-conditioning device are getting higher and higher, which leads to the need for more compact cooperation between components and further reduction in the number of components, which also poses a huge challenge to cost control. Summary of the Utility Model

[0004] The utility model provides a thermal management system for vehicles.

[0005] A first aspect of an embodiment of the present utility model discloses a thermal management system for a vehicle. The thermal management system includes: a refrigerant circuit, the refrigerant circuit including a first valve, a plate heat exchanger, and a first branch pipeline connected in series through a refrigerant connection pipeline, wherein a second valve and a battery cooler connected in series are provided on the first branch pipeline, and the refrigerant connection pipeline is connected to an air conditioning device for the passenger compartment of the vehicle so that the refrigerant supplied by the air conditioning device can flow through the refrigerant circuit; a first coolant circuit, the first coolant circuit including a first water pump, an electric heater, and a battery connected in series through a first coolant pipeline, wherein the first coolant pipeline is further connected to the battery cooler so that the first coolant in the first coolant circuit can exchange heat with the refrigerant flowing through the battery cooler; a second coolant circuit, the second coolant circuit including a second water pump, an electrical component, and a low-temperature water tank connected in series through a second coolant pipeline, wherein the second coolant pipeline is further connected to the plate heat exchanger so that the second coolant in the second coolant circuit can exchange heat with the refrigerant flowing through the plate heat exchanger, wherein the first coolant circuit and the second coolant circuit are coupled through a multi-way valve, and the multi-way valve can be operated to make a parallel connection or a series connection between the first coolant circuit and the second coolant circuit.

[0006] By adopting a plate heat exchanger and a first valve to simplify the refrigerant circuit, and by adopting a multi-way valve to simplify the coolant circuit, the number of components used, the length and / or complexity of the pipeline are reduced, thereby reducing costs.

[0007] According to a specific embodiment of the present utility model, the multi-way valve is connected between the second water pump and the electrical component and is operated to bypass the electrical component or the low-temperature water tank in the second coolant circuit.

[0008] According to another specific embodiment of the present utility model, the multi-way valve can be operated as follows: when the multi-way valve is in a first state, a parallel connection is made between the first coolant circuit and the second coolant circuit; when the multi-way valve is in a second state, a series connection is made between the first coolant circuit and the second coolant circuit, and neither the low-temperature water tank nor the electrical component is bypassed; when the multi-way valve is in a third state, a series connection is made between the first coolant circuit and the second coolant circuit, and the low-temperature water tank is bypassed; when the multi-way valve is in a fourth state, a series connection is made between the first coolant circuit and the second coolant circuit, and the electrical component is bypassed.

[0009] According to another specific embodiment of the present utility model, the multi-way valve is a five-way valve.

[0010] According to another specific embodiment of the present utility model, the air conditioning device includes a compressor, a condenser, and a gas-liquid separator. Wherein, the first valve is connected to the condenser so that the refrigerant can enter the plate heat exchanger from the compressor via the condenser and the first valve. The first branch pipeline is connected to the gas-liquid separator, and the second valve on the first branch pipeline can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the first branch pipeline, thereby flowing through the battery cooler to exchange heat with the first coolant, and then entering the gas-liquid separator and the compressor of the air conditioning device.

[0011] According to another specific embodiment of the present utility model, the refrigerant circuit further includes a second branch pipeline connected in parallel with the first branch pipeline. A third valve is provided on the second branch pipeline. The air conditioning device further includes an evaporator. The second branch pipeline is connected to the evaporator. Wherein, the third valve on the second branch pipeline can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the second branch pipeline, thereby flowing through the evaporator of the air conditioning device to exchange heat with air, and then entering the gas-liquid separator and the compressor.

[0012] According to another specific embodiment of the present utility model, the refrigerant circuit further includes a third branch pipeline connected in parallel with the first branch pipeline. A fourth valve is provided on the third branch pipeline. The third branch pipeline is connected to the gas-liquid separator. The fourth valve on the third branch pipeline can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the third branch pipeline, thereby entering the gas-liquid separator and the compressor of the air conditioning device.

[0013] According to another specific embodiment of the present utility model, a first fan is provided at the low-temperature water tank.

[0014] According to another specific embodiment of the present utility model, the air conditioning device further includes: a temperature air door provided between the condenser and the evaporator; and / or a second fan provided at the evaporator.

[0015] According to another specific embodiment of the present utility model, the first valve, the second valve, or the third valve is an expansion valve, and the fourth valve is a stop valve.

[0016] A second aspect of the embodiments of the present utility model discloses a thermal management system for a vehicle. The thermal management system includes: a refrigerant circuit, the refrigerant circuit includes a compressor, a condenser, a first expansion valve, a plate heat exchanger, a stop valve, a second expansion valve, a battery cooler, a gas-liquid separator, a third expansion valve and an evaporator, wherein, the compressor is connected to the condenser, the condenser is connected to the first expansion valve, the first expansion valve is connected to the plate heat exchanger, the plate heat exchanger is respectively connected to the stop valve, the second expansion valve and the third expansion valve, the second expansion valve is connected to the battery cooler, the third expansion valve is connected to the evaporator, the stop valve, the battery cooler and the evaporator are all connected to the gas-liquid separator, and the gas-liquid separator is connected to the compressor; and a coolant circuit, the coolant circuit includes an expansion water tank, a five-way valve, a first water pump, a battery, the battery cooler, an electric heater, a low-temperature water tank, an electrical component, a second water pump and the plate heat exchanger, wherein, the expansion water tank is respectively connected to the first water pump and the second water pump, the first water pump and the second water pump are respectively connected to the five-way valve, the five-way valve is further connected to the electric heater and the electrical component, so that the first water pump, the battery, the battery cooler, the electric heater and the five-way valve are connected to form a first coolant circuit, and the second water pump, the low-temperature water tank, the plate heat exchanger, the electrical component and the five-way valve are connected to form a second coolant circuit, wherein, a temperature air damper is installed between the condenser and the evaporator, a first fan is arranged at the low-temperature water tank, and a second fan is arranged at the evaporator.

[0017] Adopting the above technical solutions, the present utility model has the following beneficial effects:

[0018] 1. It can meet the heating, cooling, dehumidification and other requirements of the electric vehicle occupant compartment, can meet the cooling and heating requirements of the battery, and can meet the cooling and waste heat utilization requirements of the electrical components.

[0019] 2. It can use the air conditioner to absorb heat from the coolant to heat the occupant compartment. On the one hand, the refrigerant can absorb the waste heat from the battery and electrical components carried by the coolant, reducing the energy consumption of the heating operation. On the other hand, the refrigerant can absorb the heat from the electric heater carried by the coolant, enabling the air conditioner to operate in an ultra-low temperature environment and expanding the application range of the thermal management system.

[0020] 3. The method of defrosting by using the waste heat of the electrical components to heat the air through the low-temperature water tank not only does not affect the heating of the occupant compartment, does not increase the complexity of the system, but also realizes the full utilization of the waste heat of the electrical components.

[0021] 4. The expansion valve, stop valve, three-way valve and other valve parts of the refrigerant circuit, as well as the pipeline, are saved, and the three-way valve and pipeline of the coolant circuit are saved, thereby reducing the complexity of components and the cost.

[0022] 5. The integration of components in the refrigerant circuit can be realized. For example, the pipeline, plate heat exchanger, battery cooler, gas-liquid separator, expansion valve, stop valve, etc. in the refrigerant circuit can be integrated into the flow channel plate to form an integrated module on the refrigerant side.

[0023] 6. The integration of components in the coolant circuit can be realized. For example, the five-way valve, expansion water tank and water pump can be integrated to form an integrated module on the coolant side.

[0024] 7. The integrated module on the refrigerant side and the integrated module on the coolant side can be reintegrated, thereby greatly reducing the occupied volume of components and creating conditions for saving the front cabin space. Description of the Drawings

[0025] Figure 1A It is a structural diagram of a thermal management system for a vehicle according to an embodiment of the present invention;

[0026] Figure 1B It is Figure 1A a structural diagram of the refrigerant circuit in the thermal management system for a vehicle;

[0027] Figure 1C It is Figure 1A a structural diagram of the first coolant circuit in the thermal management system for a vehicle;

[0028] Figure 1D It is Figure 1A a structural diagram of the second coolant circuit in the thermal management system for a vehicle;

[0029] Figure 2 It is Figure 1A a working principle diagram of the thermal management system for a vehicle working in the passenger compartment refrigeration and battery cooling modes;

[0030] Figure 3 It is Figure 1A a working principle diagram of the thermal management system for a vehicle working in the battery refrigeration and electrical component cooling modes.

[0031] Figure 4 It is Figure 1A a working principle diagram of the thermal management system for a vehicle working in the passenger compartment refrigeration, battery refrigeration and electrical component cooling modes;

[0032] Figure 5 It is Figure 1AWorking schematic diagrams of the thermal management system for a vehicle operating in the occupant compartment cooling, battery temperature equalization, and electrical component cooling modes;

[0033] Figure 6 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the occupant compartment cooling and battery electrical component cooling modes;

[0034] Figure 7 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the cooling and dehumidifying and battery electrical component cooling modes;

[0035] Figure 8 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the air source heat pump heating mode of the occupant compartment;

[0036] Figure 9 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the water source heat pump heating of the occupant compartment and waste heat of electrical components assisting in heating the battery with an electric heater mode;

[0037] Figure 10 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the waste heat of electrical components assisting in water source heat pump heating of the occupant compartment and battery heating mode;

[0038] Figure 11 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the electric heater water source heat pump heating of the occupant compartment and battery heating mode;

[0039] Figure 12 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the heating and dehumidifying mode;

[0040] Figure 13 For Figure 1A Working schematic diagrams of the thermal management system for a vehicle operating in the waste heat of electrical components heating the battery mode. Detailed implementation manners

[0041] The following specific embodiments illustrate the implementation manners of the present utility model. Those skilled in the art can easily understand other advantages and effects of the present utility model from the content disclosed in this specification. Although the description of the present utility model will be introduced in conjunction with preferred embodiments, this does not mean that the features of this utility model are limited to this implementation manner. On the contrary, the purpose of introducing the utility model in conjunction with the implementation manner is to cover other alternatives or modifications that may be extended based on the claims of the present utility model. In order to provide a deep understanding of the present utility model, many specific details will be included in the following description. The present utility model can also be implemented without these details. In addition, in order to avoid confusing or obscuring the key points of the present utility model, some specific details will be omitted in the description. It should be noted that, without conflict, the embodiments in the present utility model and the features in the embodiments can be combined with each other.

[0042] It should be noted that in this specification, similar reference numerals and letters indicate similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0043] In the description of this embodiment, unless otherwise specified, the orientation or positional relationship indicated by terms such as "front", "rear", "upper", "lower", "top", "bottom", etc. is based on the orientation or positional relationship indicated in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present utility model.

[0044] Terms such as "first", "second", etc. are only used for distinguishing descriptions and cannot be understood as indicating or implying relative importance.

[0045] In the description of this embodiment, it should also be noted that unless otherwise clearly specified and limited, the terms "set", "connected", "connected to" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this embodiment can be understood according to specific situations.

[0046] To make the purpose, technical solutions and advantages of the present utility model clearer, the implementation manners of the present utility model will be further described in detail below with reference to the drawings.

[0047] Figure 1A It is a structural diagram of a thermal management system 100 for a vehicle according to an embodiment of the present utility model. The thermal management system 100 includes as Figure 1BThe refrigerant circuit 110 shown, Figure 1C the first coolant circuit 120 shown, and Figure 1D the second coolant circuit 130 shown.

[0048] Referring to Figure 1B , the refrigerant circuit 110 includes a first valve 3, a plate heat exchanger 4, and a first branch line 111 connected in series through a refrigerant connection line 114. A second valve 6 and a battery cooler 7 are connected in series on the first branch line 111. The refrigerant connection line 114 is connected to an air-conditioning device for the passenger compartment of the vehicle so that the refrigerant supplied by the air-conditioning device can flow through the refrigerant circuit 110. The air-conditioning device includes a compressor 1, a condenser 2, and a gas-liquid separator 8. The first valve 3 is connected to the condenser 2 so that the refrigerant can enter the plate heat exchanger 4 from the compressor 1 via the condenser 2 and the first valve 3. The first branch line 111 is connected to the gas-liquid separator 8. The second valve 6 on the first branch line 111 can be adjusted so that the refrigerant flowing through the plate heat exchanger 4 can enter the first branch line 111, flow through the battery cooler 7 for heat exchange (for example, heat exchange with the first coolant in the first coolant circuit 120 described below), and then enter the gas-liquid separator 8 and the compressor 1 of the air-conditioning device.

[0049] The refrigerant circuit 110 further includes a second branch line 112 connected in parallel with the first branch line 111. The air-conditioning device further includes an evaporator 10. A third valve 9 is provided on the second branch line 112. The second branch line 112 is connected to the evaporator 10. The third valve 9 on the second branch line 112 can be adjusted so that the refrigerant flowing through the plate heat exchanger 4 can enter the second branch line 112, flow through the evaporator 10 of the air-conditioning device for heat exchange (for example, heat exchange with the air in the passenger compartment), and then enter the gas-liquid separator 8 and the compressor 1.

[0050] The refrigerant circuit 120 further includes a third branch line 113 connected in parallel with the first branch line 111. A fourth valve 5 is provided on the third branch line 113. The third branch line 113 is connected to the gas-liquid separator 8. The fourth valve 5 on the third branch line 113 can be adjusted so that the refrigerant flowing through the plate heat exchanger 4 can enter the third branch line 113 and then enter the gas-liquid separator 8 and the compressor 1 of the air-conditioning device.

[0051] In some embodiments according to the present utility model, the first valve 3, the second valve 6 or the third valve 9 can all be expansion valves. Therefore, the first valve 3, the second valve 6 and the third valve 9 are also respectively referred to as the first expansion valve 3, the second expansion valve 6 and the third expansion valve 9 in this text; the fourth valve 5 can be a stop valve. Therefore, the fourth valve 5 is also referred to as the stop valve 5 in this text. The air conditioning device can further include a temperature air door 21 and a fan 20 (also referred to as the second fan 20 in this text). The temperature air door 21 is arranged between the condenser 2 and the evaporator 10, and the fan 20 is arranged at the evaporator 10. All or part of the components in the air conditioning device can be arranged close to or within the passenger compartment so as to communicate with the air in the passenger compartment or act on the air in the passenger compartment. For example Figure 1A The components in the middle dotted line frame, including the condenser 2, the temperature air door 21, the evaporator 10 and the fan 20, can be arranged close to or within the passenger compartment.

[0052] Refer to Figure 1C , the first coolant circuit 120 includes a first water pump 13, an electric heater 15 and a battery 14 connected in series through a first coolant pipeline 121. The first coolant pipeline 121 is also connected to the battery cooler 7 so that the coolant in the first coolant circuit 110 (also referred to as the first coolant in this text) can exchange heat with the refrigerant flowing through the battery cooler 7.

[0053] Refer to Figure 1D , the second coolant circuit 130 includes a second water pump 18, an electrical component 17 and a low-temperature water tank 16 connected in series through a second coolant pipeline 131. The second coolant pipeline 131 is also connected to the plate heat exchanger 4 so that the coolant in the second coolant circuit 130 (also referred to as the second coolant in this text) can exchange heat with the refrigerant flowing through the plate heat exchanger 4. The electrical component 17 can include a motor, a motor control unit, an inverter or an on-vehicle charger, etc. In some embodiments according to the present utility model, a first fan 19 is arranged at the low-temperature water tank 16.

[0054] The first coolant circuit 120 and the second coolant circuit 130 respectively further include a shared multi-way valve 12, such as Figure 1AAs shown, the first coolant circuit 120 and the second coolant circuit 130 are coupled by a multi-way valve 12. The multi-way valve 12 can be operated such that the first coolant circuit 120 and the second coolant circuit 130 are connected in parallel or in series. In some embodiments according to the present invention, the multi-way valve 12 is connected between the second water pump 18 and the electrical component 17, and can be operated such that in the second coolant circuit 130, the electrical component 17 is bypassed or the low-temperature water tank 18 is bypassed. For example, the multi-way valve 12 can be operated to be in a first state, a second state, a third state, or a fourth state respectively. When the multi-way valve 12 is in the first state, it makes the first coolant circuit 120 and the second coolant circuit 130 connected in parallel; when the multi-way valve 12 is in the second state, it makes the first coolant circuit 120 and the second coolant circuit 130 connected in series, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; when the multi-way valve 12 is in the third state, it makes the first coolant circuit 120 and the second coolant circuit 130 connected in series, and the low-temperature water tank 16 is bypassed; when the multi-way valve 12 is in the fourth state, it makes the first coolant circuit 120 and the second coolant circuit 130 connected in series, and the electrical component 17 is bypassed. In some embodiments according to the present invention, the multi-way valve 12 is a five-way valve. Therefore, the multi-way valve 12 is also referred to as the five-way valve 12 herein.

[0055] In some embodiments according to the present invention, the first coolant circuit 120 and the second coolant circuit 130 together can be collectively referred to as the coolant circuit. As Figure 1A shown, the coolant circuit further includes an expansion water tank 11, and the expansion water tank 11 is respectively connected to the first water pump 13 and the second water pump 18 to supply coolant to the first coolant circuit 120 and the second coolant circuit 130 respectively.

[0056] In summary, referring to Figure 1A, a thermal management system 100 for a vehicle includes a refrigerant circuit and a coolant circuit. The refrigerant circuit 110 includes a compressor 1, a condenser 2, a first expansion valve 3, a plate heat exchanger 4, a stop valve 5, a second expansion valve 6, a battery cooler 7, a gas-liquid separator 8, a third expansion valve 9, and an evaporator 10. The compressor 1 is connected to the condenser 2, the condenser 2 is connected to the first expansion valve 3, the first expansion valve 3 is connected to the plate heat exchanger 4, the plate heat exchanger 4 is respectively connected to the stop valve 5, the second expansion valve 6, and the third expansion valve 9, the second expansion valve 6 is connected to the battery cooler 7, the third expansion valve 9 is connected to the evaporator 10, the stop valve 5, the battery cooler 7, and the evaporator 10 are all connected to the gas-liquid separator 8, and the gas-liquid separator 8 is connected to the compressor 1. A temperature air door 21 is installed between the condenser 2 and the evaporator 10, and a second fan 20 is provided at the evaporator 10. The coolant circuit includes an expansion water tank 11, a five-way valve 12, a first water pump 13, a battery 14, a battery cooler 7, an electric heater 15, a low-temperature water tank 16 (a first fan 19 is provided at the low-temperature water tank 16), an electrical component 17, a second water pump 18, and a plate heat exchanger 4. The expansion water tank 11 is respectively connected to the first water pump 13 and the second water pump 18, the first water pump 13 and the second water pump 18 are respectively connected to the five-way valve 12, and the five-way valve 12 is also connected to the electric heater 15 and the electrical component 17, so that the first water pump 13, the battery 14, the battery cooler 7, the electric heater 15, and the five-way valve 12 are connected to form a first coolant circuit 120, and the second water pump 18, the low-temperature water tank 16, the plate heat exchanger 4, the electrical component 17, and the five-way valve 12 are connected to form a second coolant circuit 130.

[0057] The following combines Figures 2 to 13 to respectively describe the working principles of the thermal management system 100 for a vehicle in each mode.

[0058] Figure 2 FIG. is a working principle diagram of the thermal management system 100 for a vehicle operating in the passenger compartment refrigeration and battery cooling mode. In this mode, the stop valve 5 and the second expansion valve 6 are closed, so that no refrigerant passes through the first branch pipeline 111 and the third branch pipeline 113; the third expansion valve 9 is adjusted to throttle the refrigerant in the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature air door 21 is fully closed at this time, no air flows through the condenser 2, and the refrigerant passes through the condenser 2 without heat exchange. The first expansion valve 3 is fully opened to act as a passage, and the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the coolant circuit, releases heat, and becomes a subcooled liquid refrigerant. The refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the evaporator 10 to exchange heat with the air, absorbs the heat of the passenger compartment, and then enters the gas-liquid separator 8 for gas-liquid separation. Finally, the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0059] In this mode, the five-way valve 12 is in the fourth state, making the first coolant circuit 120 and the second coolant circuit 130 connected in series, and the electrical component 17 is bypassed; the first water pump 13 and the second water pump 18 work simultaneously. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and enters the plate heat exchanger 4, where it exchanges heat with the refrigerant in the refrigerant circuit 110 to absorb heat, and then flows through the low-temperature water tank 16 to exchange heat with the air to release heat. Then, the coolant flows through the five-way valve 12 under the action of the second water pump 18, and enters the battery 14 through the electric heater 15 (the electric heater 15 is not working at this time) and the battery cooler 7, absorbs the heat of the battery 14 and then flows back to the first water pump 13. Thus, the thermal management system 100 can achieve simultaneous cooling of the passenger compartment and cooling of the battery.

[0060] Figure 3 It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the battery cooling and electrical component cooling mode. In this mode, the stop valve 5 and the third expansion valve 9 are closed, so that no refrigerant passes through the third branch pipeline 113 and the second branch pipeline 112; the second expansion valve 6 is adjusted to throttle the refrigerant in the first branch pipeline 111. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out from the compressor 1 and enters the condenser 2. The temperature damper 21 is fully closed at this time, no air flows through the condenser 2, and the refrigerant passes through the condenser 2 without heat exchange. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the second coolant circuit 130 to release heat, and becomes a subcooled liquid refrigerant. The refrigerant enters the first branch pipeline 111, flows through the second expansion valve 6 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the battery cooler 7 to exchange heat with the coolant in the first coolant circuit 120, and then enters the gas-liquid separator 8 for gas-liquid separation. Finally, the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression. At this time, the second fan 20 does not work.

[0061] In this mode, the five-way valve 12 is in the first state, such that the first coolant circuit 120 and the second coolant circuit 130 are connected in parallel, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; the first water pump 13 and the second water pump 18 work simultaneously. Thus, in the first coolant circuit 120, the coolant flows through the five-way valve 12 and the electric heater 15 (the electric heater 15 is not working at this time) under the action of the first water pump 13 and enters the battery cooler 7, where it exchanges heat with the refrigerant in the refrigerant circuit 110, releasing the heat absorbed by the battery 14. Then, the coolant enters the battery 14, absorbs the heat of the battery 14, and flows back to the first water pump 13. In the second coolant circuit 130, the coolant enters the electrical component 17 through the five-way valve 12 under the action of the second water pump 18, absorbs the heat of the electrical component 17, enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 to absorb heat, then flows through the low-temperature water tank 16 to exchange heat with the air to release heat, and finally flows back to the second water pump 18. Thus, the thermal management system 100 can achieve simultaneous battery refrigeration and electrical component cooling.

[0062] Figure 4 It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the passenger compartment refrigeration, battery refrigeration, and electrical component cooling modes. In this mode, the shut-off valve 5 is closed, such that no refrigerant passes through the third branch pipeline 113; the second expansion valve 6 and the third expansion valve 9 are respectively adjusted to throttle the refrigerant in the first branch pipeline 111 and the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature damper 21 is fully closed at this time, no air flows through the condenser 2, and the refrigerant passes through the condenser 2 without heat exchange. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4, where it exchanges heat with the coolant in the second coolant circuit 130 to release heat and becomes a subcooled liquid refrigerant. A part of the subcooled liquid refrigerant enters the first branch pipeline 111, flows through the second expansion valve 6 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, and flows into the battery cooler 7 to exchange heat with the coolant in the first coolant circuit 120. Another part of the subcooled liquid refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, and flows into the evaporator 10 to exchange heat with the air to absorb the heat of the passenger compartment. Then, the two paths of refrigerant converge, enter the gas-liquid separator 8 for gas-liquid separation, and finally enter the compressor 1 for compression.

[0063] In this mode, the five-way valve 12 is in the first state, enabling a parallel connection between the first coolant circuit 120 and the second coolant circuit 130, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; the first water pump 13 and the second water pump 18 operate simultaneously. Thus, in the first coolant circuit 120, the coolant flows through the five-way valve 12 and the electric heater 15 (the electric heater 15 is not working at this time) under the action of the first water pump 13 and enters the battery cooler 7, where it exchanges heat with the refrigerant in the first branch pipeline 111. Then, the coolant enters the battery 14, absorbs the heat released by the battery 14, and flows back to the first water pump 13. In the second coolant circuit 130, the coolant enters the electrical component 17 through the five-way valve 12 under the action of the second water pump 18, absorbs the heat of the electrical component 17, enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 and absorbs heat, then flows through the low-temperature water tank 16 and exchanges heat with the air to release heat, and finally flows back to the second water pump 18. Thus, the thermal management system 100 can achieve simultaneous cooling of the passenger compartment, cooling of the battery, and cooling of the electrical components.

[0064] Figure 5 It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the passenger compartment cooling, battery temperature equalization, and electrical component cooling modes. In this mode, the stop valve 5 and the second expansion valve 6 are closed, so that no refrigerant passes through the first branch pipeline 111 and the third branch pipeline 113; the third expansion valve 9 is adjusted to throttle the refrigerant in the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature air damper 21 is fully closed at this time, and no air flows through the condenser 2, and the refrigerant passes through the condenser 2 without heat exchange. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the second coolant circuit 130 and releases heat, becoming a subcooled liquid refrigerant. The refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the evaporator 10 to exchange heat with the air, absorbs the heat of the passenger compartment, then enters the gas-liquid separator 8 for gas-liquid separation, and finally enters the compressor 1 for compression.

[0065] In this mode, the five-way valve 12 is in the first state, such that the first coolant circuit 120 and the second coolant circuit 130 are connected in parallel, and neither the low-temperature water tank 16 nor the electrical components 17 are bypassed; the first water pump 13 and the second water pump 18 work simultaneously. Thus, in the first coolant circuit 120, the coolant flows through the five-way valve 12, the electric heater 15 (the electric heater 15 is not working at this time), and the battery cooler 7 under the action of the first water pump 13, then enters the battery 14, absorbs the heat of the battery 14 and then flows back to the first water pump 13. In the second coolant circuit 130, the coolant enters the electrical components 17 through the five-way valve 12 under the action of the second water pump 18, absorbs heat and then enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 and absorbs heat, then flows through the low-temperature water tank 16 and exchanges heat with the air to release heat, and finally flows back to the second water pump 18. Thus, the thermal management system 100 can realize simultaneous refrigeration of the passenger compartment, equalization of the battery temperature, and cooling of the electrical components.

[0066] Figure 6 FIG. is a working principle diagram of the thermal management system 100 for a vehicle operating in the passenger compartment refrigeration and battery electrical component cooling mode. In this mode, the stop valve 5 and the second expansion valve 6 are closed, such that no refrigerant passes through the first branch pipeline 111 and the third branch pipeline 113; the third expansion valve 9 is adjusted to throttle the refrigerant in the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature damper 21 is fully closed at this time, and no air flows through the condenser 2, and the refrigerant passes through the condenser 2 without heat exchange. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the coolant circuit and releases heat, and becomes a subcooled liquid refrigerant. The refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the evaporator 10, exchanges heat with the air, absorbs the heat of the passenger compartment, enters the gas-liquid separator 8 for gas-liquid separation, and finally the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0067] In this mode, the five-way valve 12 is in the second state, enabling a series connection between the first coolant circuit 120 and the second coolant circuit 130, and neither the low-temperature water tank 16 nor the electrical components 17 are bypassed; the first water pump 13 and the second water pump 18 operate simultaneously. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and then enters the electrical components 17, absorbs the heat of the electrical components 17 and then enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 and absorbs heat, and then flows through the low-temperature water tank 16 to exchange heat with the air to release heat. Then, the coolant flows through the five-way valve 12, the electric heater 15 (the electric heater 15 is not working at this time) and the battery cooler 7 under the action of the second water pump 18 and then enters the battery 14, absorbs the heat of the battery 14 and then flows back to the first water pump 13. Thus, the thermal management system 100 can achieve simultaneous cooling of the passenger compartment, cooling of the battery, and cooling of the electrical components.

[0068] Figure 7 It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the refrigeration and dehumidification and battery and electrical component cooling modes. In this mode, the stop valve 5 and the second expansion valve 6 are closed, so that no refrigerant passes through the first branch pipeline 111 and the third branch pipeline 113; the third expansion valve 9 is adjusted to throttle the refrigerant in the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature damper 21 can be adjusted at this time, and the refrigerant exchanges heat with the air in the condenser 2 to release heat. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the coolant circuit to release heat, and becomes a subcooled liquid refrigerant. The refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the evaporator 10 to exchange heat with the air, and reduces the humidity of the air. Then the refrigerant enters the gas-liquid separator 8 for gas-liquid separation, and finally the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0069] In this mode, the five-way valve 12 is in the second state, causing a series connection between the first coolant circuit 120 and the second coolant circuit 130, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; the first water pump 13 and the second water pump 18 work simultaneously. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and then enters the electrical component 17, absorbs the heat of the electrical component 17 and then enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 and absorbs heat, and then flows through the low-temperature water tank 16 to exchange heat with the air to release heat. Then, the coolant flows through the five-way valve 12, the electric heater 15 (the electric heater 15 does not work at this time) and the battery cooler 7 under the action of the second water pump 18 and enters the battery 14, absorbs the heat of the battery 14 and then flows back to the first water pump 13. Thus, the thermal management system 100 can achieve simultaneous refrigeration and dehumidification and cooling of the battery and electrical components.

[0070] Figure 8 It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the heating mode of the passenger compartment air source heat pump. In this mode, the second expansion valve 6 and the second expansion valve 9 are closed, so that no refrigerant passes through the first branch pipeline 111 and the second branch pipeline 112; the stop valve 5 is opened so that the refrigerant flows through the third branch pipeline 113. Thus, in the refrigerant circuit, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature damper 21 is fully open at this time, and the refrigerant exchanges heat with the air in the condenser 2 to release heat. After being throttled by the first expansion valve 3, the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the second coolant circuit 130 and absorbs heat, and becomes superheated gaseous refrigerant. The refrigerant enters the third branch pipeline 113, flows through the stop valve 5 and then enters the gas-liquid separator 8 for gas-liquid separation, and finally the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0071] In this mode, the five-way valve 12 is in the first state, causing a parallel connection between the first coolant circuit 120 and the second coolant circuit 130, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; the first water pump 13 does not work, so that the coolant in the first coolant circuit 120 does not flow; while the second water pump 18 works. Thus, in the second coolant circuit 130, the coolant enters the electrical component 17 through the five-way valve 12 under the action of the second water pump 18, absorbs the heat of the electrical component 17 and then enters the plate heat exchanger 4, exchanges heat with the refrigerant in the refrigerant circuit 110 in the plate heat exchanger 4 and releases heat, and then flows through the low-temperature water tank 16 to exchange heat with the air to absorb heat, and finally flows back to the second water pump 18. Thus, the thermal management system 100 can achieve simultaneous heating of the passenger compartment air source heat pump and cooling of the electrical component 17.

[0072] Figure 9This is the working schematic diagram of the thermal management system 100 for a vehicle operating in the mode of heating the passenger compartment with a water source heat pump and using the waste heat of electrical components and an electric heater to heat the battery. In this mode, the second expansion valve 6 and the second expansion valve 9 are closed, so that no refrigerant flows through the first branch pipeline 111 and the second branch pipeline 112; the stop valve 5 is opened to allow the refrigerant to flow through the third branch pipeline 113. Thus, in the refrigerant circuit, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. At this time, the temperature air door 21 is fully open, and the refrigerant exchanges heat with the air in the condenser 2 and releases heat. After being throttled by the first expansion valve 3, the refrigerant enters the plate heat exchanger 4, exchanges heat with the coolant in the coolant circuit and absorbs heat, and becomes superheated gaseous refrigerant. The refrigerant enters the third branch pipeline 113, flows through the stop valve 5 and then enters the gas-liquid separator 8 for gas-liquid separation. Finally, the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0073] In this mode, the five-way valve 12 is in the second state, so that the first coolant circuit 120 and the second coolant circuit 130 are connected in series, and neither the low-temperature water tank 16 nor the electrical component 17 is bypassed; the first water pump 13 and the second water pump 18 work simultaneously. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and then enters the electrical component 17, absorbs the heat of the electrical component 17 and then enters the plate heat exchanger 4, releases heat by exchanging heat with the refrigerant in the refrigerant circuit in the plate heat exchanger 4, and then flows through the low-temperature water tank 16 and exchanges heat with the air to absorb heat. Then, the coolant flows through the five-way valve 12, the electric heater 15 and the battery cooler 7 (since no refrigerant flows through the first branch pipeline 111 at this time, no heat exchange occurs at the battery cooler 7) under the action of the second water pump 18 and enters the battery 14, releases heat to the battery 14 and then flows back to the first water pump 13. At this time, the electric heater 15 can be turned on or off according to the temperature of the battery 14. For example, when the waste heat of the electrical component 17 is not sufficient to heat the battery 14 to the required temperature, the electric heater 15 is turned on to heat the incoming coolant. Thus, the thermal management system 100 can achieve heating the passenger compartment with a water source heat pump and using the waste heat of electrical components and an electric heater to heat the battery.

[0074] Figure 10It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the mode of using the waste heat of the electrical components in the passenger compartment to assist in heating with an electric heater water source heat pump and battery heating. In this mode, the cut-off valve 5 and the third expansion valve 9 are closed, so that no refrigerant passes through the third branch pipeline 113 and the second branch pipeline 112; the second expansion valve 6 is adjusted to throttle the refrigerant in the first branch pipeline 111. Thus, in the refrigerant circuit, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. The temperature air damper 21 is fully open at this time, and the refrigerant exchanges heat with the air in the condenser 2 and releases heat. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4 through the first expansion valve 3. The first fan 19 is closed, and the refrigerant does not exchange heat in the plate heat exchanger 4 and only acts as a passage. Then the refrigerant enters the first branch pipeline 111, flows through the second expansion valve 6 and is throttled, then enters the battery cooler 7, absorbs heat in the battery cooler 7 and becomes superheated gaseous refrigerant, and then enters the gas-liquid separator 8 for gas-liquid separation. Finally, the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0075] In this mode, the five-way valve 12 is in the third state, so that the first coolant circuit 120 and the second coolant circuit 130 are connected in series, and the low-temperature water tank 16 is bypassed; the first water pump 13 works, and the second water pump 18 does not work. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and then enters the electrical component 17, absorbs the heat of the electrical component 17, then passes through the five-way valve 12, the electric heater 15 and the battery cooler 7 and enters the battery 14, releases heat to the battery 14 and then flows back to the first water pump 13. At this time, the electric heater 15 can be turned on or off according to the temperature requirements of the passenger compartment and the battery. For example, when the waste heat of the electrical component 17 is not enough to make the passenger compartment and the battery reach the required temperature, the electric heater 15 can be turned on to heat the incoming coolant. Thus, the thermal management system 100 can realize the heating of the waste heat of the electrical components in the passenger compartment assisted by the electric heater water source heat pump and battery heating.

[0076] Figure 11It is a working schematic diagram of the thermal management system 100 for a vehicle operating in the heating mode of the electric heater water source heat pump in the passenger compartment and the battery heating mode. In this mode, the cut-off valve 5 and the third expansion valve 9 are closed, so that no refrigerant passes through the third branch pipeline 113 and the second branch pipeline 112; the second expansion valve 6 is adjusted to throttle the refrigerant in the first branch pipeline 111. Thus, in the refrigerant circuit, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. At this time, the temperature air door 21 is fully open, and the refrigerant exchanges heat with the air in the condenser 2 and releases heat. The first expansion valve 3 is fully open to act as a passage, and the refrigerant enters the plate heat exchanger 4. At this time, the first fan 19 is closed, and the refrigerant does not exchange heat in the plate heat exchanger 4 and only acts as a passage. Then the refrigerant enters the battery cooler 7 after being throttled by the second expansion valve 6, absorbs heat from the coolant in the first coolant circuit 120 in the battery cooler 7 and becomes superheated gaseous refrigerant, and then enters the gas-liquid separator 8 for gas-liquid separation. Finally, the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0077] In this mode, the five-way valve 12 is in the first state, so that the first coolant circuit 120 and the second coolant circuit 130 are connected in parallel. The first water pump 13 works. Thus, in the first coolant circuit 120, the coolant flows through the five-way valve 12 and the electric heater 15 (at this time, the electric heater 15 is turned on to heat the incoming coolant) under the action of the first water pump 13, and then the coolant enters the battery 14 through the battery cooler 7, releases heat to heat the battery 14 and then flows back to the first water pump 13. The second water pump 18 does not work, so the coolant in the second coolant circuit 130 does not flow. Thus, the thermal management system 100 can realize the heating of the electric heater water source heat pump in the passenger compartment and the battery heating.

[0078] Figure 12It is the working schematic diagram of the thermal management system 100 for a vehicle operating in the heating and dehumidifying mode. In this mode, the shut-off valve 5 and the second expansion valve 6 are closed, so that no refrigerant flows through the first branch pipeline 111 and the third branch pipeline 113; the third expansion valve 9 is adjusted to throttle the refrigerant in the second branch pipeline 112. Thus, in the refrigerant circuit 110, the high-temperature and high-pressure superheated gaseous refrigerant flows out of the compressor 1 and enters the condenser 2. At this time, the temperature air damper 21 can be adjusted, and the refrigerant exchanges heat with the air in the condenser 2 to release heat. The first expansion valve 3 is fully open to act as a passage. The refrigerant enters the plate heat exchanger 4, and the first fan 19 is closed. The refrigerant does not exchange heat in the plate heat exchanger 4 and only acts as a passage. The refrigerant enters the second branch pipeline 112, flows through the third expansion valve 9 for throttling, becomes a low-temperature and low-pressure gas-liquid two-phase refrigerant, flows into the evaporator 10 and exchanges heat with the air, reducing the humidity of the air. Then the refrigerant enters the gas-liquid separator 8 for gas-liquid separation, and finally the low-temperature and low-pressure gaseous refrigerant enters the compressor 1 for compression.

[0079] In this mode, the five-way valve 12 is in the first state, making the first coolant circuit 120 and the second coolant circuit 130 connected in parallel. At this time, both the first water pump 13 and the second water pump 18 do not work, so that the coolant in the first coolant circuit 120 and the second coolant circuit 130 does not flow. Thus, the thermal management system 100 can achieve heating and dehumidifying.

[0080] Figure 13 It is the working schematic diagram of the thermal management system 100 for a vehicle operating in the mode of using waste heat from electrical components to heat the battery. In this mode, the first expansion valve 3 is closed, so that no refrigerant flows in the refrigerant connection pipelines (including the first branch pipeline 111, the second branch pipeline 112 and the third branch pipeline 113). Thus, the refrigerant circuit 110 does not work. In this mode, the five-way valve 12 is in the third state, making the first coolant circuit 120 and the second coolant circuit 130 connected in series, and the low-temperature water tank 16 is bypassed; the first water pump 13 works and the second water pump 18 does not work. Thus, in the coolant circuit, the coolant flows through the five-way valve 12 under the action of the first water pump 13 and then enters the electrical component 17, absorbs the heat of the electrical component 17, then passes through the five-way valve 12, the electric heater 15 and the battery cooler 7 and enters the battery 14, releases heat to the battery 14 and then flows back to the first water pump 13. Thus, the thermal management system 100 can achieve using waste heat from electrical components to heat the battery.

[0081] Although the present utility model has been illustrated and described by referring to some preferred embodiments thereof, those of ordinary skill in the art should understand that the above content is a further detailed description of the present utility model in combination with specific embodiments, and it cannot be determined that the specific implementation of the present utility model is only limited to these descriptions. Those skilled in the art can make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present utility model.

Claims

1. A thermal management system for a vehicle, characterized in that, Comprising: A refrigerant circuit, the refrigerant circuit including a first valve, a plate heat exchanger, and a first branch line connected in series through a refrigerant connection line, wherein a second valve and a battery cooler connected in series are provided on the first branch line, and the refrigerant connection line is connected to an air conditioning device for the passenger compartment of the vehicle so that the refrigerant supplied by the air conditioning device can flow through the refrigerant circuit; A first coolant circuit, the first coolant circuit including a first water pump, an electric heater, and a battery connected in series through a first coolant line, wherein the first coolant line is further connected to the battery cooler so that the first coolant in the first coolant circuit can exchange heat with the refrigerant flowing through the battery cooler; and A second coolant circuit, the second coolant circuit including a second water pump, an electrical component, and a low-temperature water tank connected in series through a second coolant line, wherein the second coolant line is further connected to the plate heat exchanger so that the second coolant in the second coolant circuit can exchange heat with the refrigerant flowing through the plate heat exchanger, wherein the first coolant circuit and the second coolant circuit are coupled through a multi-way valve, and the multi-way valve can be operated to connect the first coolant circuit and the second coolant circuit in parallel or in series.

2. The thermal management system according to claim 1, characterized in that, The multi-way valve is connected between the second water pump and the electrical component and can be operated to bypass the electrical component or the low-temperature water tank in the second coolant circuit.

3. The thermal management system according to claim 1 or 2, characterized in that, The air conditioning device includes a compressor, a condenser, and a gas-liquid separator, wherein, The first valve is connected to the condenser so that the refrigerant can enter the plate heat exchanger from the compressor via the condenser and the first valve, The first branch line is connected to the gas-liquid separator, and the second valve on the first branch line can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the first branch line, thereby flowing through the battery cooler to exchange heat with the first coolant, and then entering the gas-liquid separator and the compressor of the air conditioning device.

4. The thermal management system according to claim 3, wherein The refrigerant circuit further includes a second branch line connected in parallel with the first branch line, and a third valve is provided on the second branch line, The air conditioning device further includes an evaporator, and the second branch line is connected to the evaporator, wherein the third valve on the second branch line can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the second branch line, thereby flowing through the evaporator of the air conditioning device to exchange heat, and then entering the gas-liquid separator and the compressor.

5. The thermal management system according to claim 4, wherein The refrigerant circuit further includes a third branch line connected in parallel with the first branch line, and a fourth valve is provided on the third branch line, The third branch pipeline is connected to the gas-liquid separator, and the fourth valve on the third branch pipeline can be adjusted so that the refrigerant flowing through the plate heat exchanger can enter the third branch pipeline and thus enter the gas-liquid separator and the compressor of the air-conditioning device.

6. The thermal management system according to claim 2, characterized in that, The multi-way valve can be operated as follows: When the multi-way valve is in the first state, the first coolant circuit and the second coolant circuit are connected in parallel; When the multi-way valve is in the second state, the first coolant circuit and the second coolant circuit are connected in series, and neither the low-temperature water tank nor the electrical component is bypassed; When the multi-way valve is in the third state, the first coolant circuit and the second coolant circuit are connected in series, and the low-temperature water tank is bypassed; When the multi-way valve is in the fourth state, the first coolant circuit and the second coolant circuit are connected in series, and the electrical component is bypassed.

7. The thermal management system according to claim 6, wherein The multi-way valve is a five-way valve.

8. The thermal management system according to claim 4, characterized in that, The air-conditioning device further includes: A temperature air door, which is arranged between the condenser and the evaporator; and / or A second fan, which is arranged at the evaporator.

9. The thermal management system according to claim 5, characterized in that The first valve, the second valve or the third valve is an expansion valve, and the fourth valve is a stop valve.

10. A thermal management system for a vehicle, characterized in that, Comprising: A refrigerant circuit, which includes a compressor, a condenser, a first expansion valve, a plate heat exchanger, a stop valve, a second expansion valve, a battery cooler, a gas-liquid separator, a third expansion valve and an evaporator. Among them, the compressor is connected to the condenser, the condenser is connected to the first expansion valve, the first expansion valve is connected to the plate heat exchanger, the plate heat exchanger is respectively connected to the stop valve, the second expansion valve and the third expansion valve, the second expansion valve is connected to the battery cooler, the third expansion valve is connected to the evaporator, the stop valve, the battery cooler and the evaporator are all connected to the gas-liquid separator, and the gas-liquid separator is connected to the compressor; and A coolant circuit, which includes an expansion water kettle, a five-way valve, a first water pump, a battery, the battery cooler, an electric heater, a low-temperature water tank, an electrical component, a second water pump and the plate heat exchanger. Among them, the expansion water kettle is respectively connected to the first water pump and the second water pump, the first water pump and the second water pump are respectively connected to the five-way valve, and the five-way valve is also connected to the electric heater and the electrical component, so that the first water pump, the battery, the battery cooler, the electric heater and the five-way valve are connected to form a first coolant circuit, and the second water pump, the low-temperature water tank, the plate heat exchanger, the electrical component and the five-way valve are connected to form a second coolant circuit. Wherein, a temperature air door is installed between the condenser and the evaporator, a first fan is arranged at the low-temperature water tank, and a second fan is arranged at the evaporator.

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