Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, and the thermal management system comprises a refrigerant loop which comprises a first heat exchanger and a second heat exchanger; the passenger compartment loop comprises a first loop and a second loop, the first loop comprises a cold core used for cooling a passenger compartment, the second loop comprises a warm core used for heating the passenger compartment, and the refrigerant loop is used for exchanging heat with the first loop through the first heat exchanger and exchanging heat with the second loop through the second heat exchanger; the electric drive loop is used for exchanging heat with the electric drive assembly; the heat dissipation loop comprises a third heat exchanger; and the multi-way valve is connected with the first loop, the second loop, the electric drive loop and the heat dissipation loop, and the multi-way valve is configured to enable the electric drive loop to be automatically communicated. According to the heat management system, the multi-way valve can enable the electric drive loop to be automatically communicated and enable the electric drive assembly to store heat, so that the problem that the electric drive assembly enters a normal working temperature range only after the electric drive assembly grows for a certain time is solved to a certain extent.

Description

TECHNICAL FIELD

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

[0002] At present, new energy vehicles are becoming more and more popular due to their environmental protection. New energy vehicles use battery devices to provide electric energy to electric motors, so that the electric motors drive the vehicles to travel. In related technologies, a vehicle has a thermal management system, which can perform thermal management on an electric drive assembly (such as including an electric motor, a transmission mechanism, etc.). However, the current thermal management system makes the electric drive system enter a normal working temperature range for a long time, resulting in a decline in the performance of the vehicle. CONTENT OF THE UTILITY MODEL

[0003] In view of the above problems, the present application provides a thermal management system and a vehicle, which can improve the problem that the electric drive system enters the normal working temperature range for a long time.

[0004] In a first aspect, the present application provides a thermal management system. The thermal management system is used in a vehicle, and the thermal management system comprises:

[0005] a refrigerant circuit, the refrigerant circuit comprising a first heat exchanger and a second heat exchanger;

[0006] a passenger compartment circuit, the passenger compartment circuit comprising a first circuit and a second circuit, the first circuit comprising a cold core for cooling a passenger compartment, and the second circuit comprising a warm core for heating the passenger compartment, the refrigerant circuit being configured to exchange heat with the first circuit through the first heat exchanger and exchange heat with the second circuit through the second heat exchanger;

[0007] an electric drive circuit, the electric drive circuit being configured to exchange heat with an electric drive assembly;

[0008] a heat dissipation circuit, the heat dissipation circuit comprising a third heat exchanger;

[0009] a multi-way valve, the multi-way valve being connected to the first circuit, the second circuit, the electric drive circuit and the heat dissipation circuit, the multi-way valve being configured to connect the electric drive circuit to itself, and at least one of the following:

[0010] communicate the electric drive circuit and the heat dissipation circuit with the first circuit and exchange heat with the environment using the third heat exchanger;

[0011] communicate the electric drive circuit and the heat dissipation circuit with the second circuit and exchange heat with the environment using the third heat exchanger.

[0012] In the heat management system, the refrigerant circuit can exchange heat with the first circuit and the second circuit through the first heat exchanger and the second heat exchanger, so as to realize cooling and heating of the passenger cabin. The multi-way valve can make the electric drive circuit self-connect, so as to heat the electric drive assembly and realize rapid temperature rise of the electric drive assembly, thereby improving the problem that the electric drive assembly takes a long time to enter the normal working temperature range. When the electric drive circuit and the heat dissipation circuit are connected with the first circuit, and when the electric drive circuit and the heat dissipation circuit are connected with the second circuit, cooling of the electric drive assembly can be realized.

[0013] In some embodiments, the multi-way valve is configured to realize at least one of:

[0014] connect the heat dissipation circuit with the first circuit;

[0015] self-connect the second circuit;

[0016] self-connect the heat dissipation circuit.

[0017] In the above embodiments, different heat management modes of the electric drive assembly and the passenger cabin can be realized through different configuration states of the multi-way valve.

[0018] In some embodiments, the heat management system comprises a battery circuit for exchanging heat with a battery device, and the multi-way valve is configured to realize at least one of:

[0019] connect the battery circuit with the first circuit;

[0020] connect the battery circuit with the second circuit;

[0021] connect the battery circuit with the first circuit and the electric drive circuit;

[0022] self-connect the battery circuit;

[0023] connect the battery circuit with the electric drive circuit.

[0024] In the above embodiments, different heat management modes of the battery device, the electric drive assembly and the passenger cabin can be realized through different configuration states of the multi-way valve.

[0025] In some embodiments, the battery circuit comprises a two-way valve, one end of which is connected with an inlet of the battery device, and the other end of which is connected with an outlet of the battery device.

[0026] In the above embodiments, the temperature of the battery device and the flow resistance of the pipeline can be adjusted through the two-way valve.

[0027] In some embodiments, the battery circuit comprises a first water pump configured to provide flow power to the coolant of the battery circuit.

[0028] In the above embodiments, the heat exchange efficiency can be improved by the first water pump.

[0029] In some embodiments, the first circuit comprises a first three-way valve connected with the multi-way valve, the cold core and the first heat exchanger, and the first three-way valve is configured to make the coolant of the first circuit flow into the cold core or not.

[0030] In the above embodiments, the first three-way valve can be used to cool and dehumidify the air when the coolant flows into the cold core from the first heat exchanger, and the temperature of the passenger compartment is not affected when the coolant does not flow into the cold core.

[0031] In some embodiments, the first circuit comprises a second water pump configured to provide flow power to the coolant of the first circuit.

[0032] In the above embodiments, the heat exchange efficiency can be improved by the second water pump.

[0033] In some embodiments, the second circuit comprises a second three-way valve connected with the multi-way valve, the warm core and the second heat exchanger, and the second three-way valve is configured to adjust the temperature of the coolant flowing into the warm core.

[0034] In the above embodiments, the second three-way valve can be used to adjust the temperature of the coolant flowing into the warm core.

[0035] In some embodiments, the second circuit comprises a third water pump configured to provide flow power to the coolant of the second circuit.

[0036] In the above embodiments, the heat exchange efficiency can be improved by the third water pump.

[0037] In some embodiments, the electric drive circuit comprises a fourth water pump configured to provide flow power to the coolant of the electric drive circuit.

[0038] In the above embodiments, the heat exchange efficiency can be improved by the fourth water pump.

[0039] In some embodiments, the refrigerant circuit comprises a compressor, a first expansion valve and a second expansion valve, the compressor, the second heat exchanger, the first expansion valve and the first heat exchanger are connected in sequence, one end of the second expansion valve is connected with the pipeline between the compressor and the second heat exchanger, and the other end is connected with the pipeline between the first heat exchanger and the first expansion valve.

[0040] In the above embodiments, the refrigerant circuit is adjusted by the second expansion valve to adjust the refrigeration capacity, the heating capacity, and the bypass heating.

[0041] In a second aspect, the present application provides a vehicle, the vehicle comprising the thermal management system of any of the above embodiments.

[0042] In the above vehicle, the refrigerant circuit can exchange heat with the first circuit and the second circuit through the first heat exchanger and the second heat exchanger, so that the cooling and heating of the passenger compartment can be achieved, the multi-way valve can make the electric drive circuit self-communicate, and the electric drive assembly can be heated, so that the rapid temperature rise of the electric drive assembly can be achieved, and the problem that the electric drive assembly takes a long time to enter the normal working temperature range can be improved to some extent. When the electric drive circuit and the heat dissipation circuit are communicated with the first circuit, and when the electric drive circuit and the heat dissipation circuit are communicated with the second circuit, the cooling of the electric drive assembly can be achieved.

[0043] The above description is only a summary of the technical solutions of the present application. In order to enable the technical means of the present application to be more clearly understood, and to be implemented according to the content of the description, and in order to enable the above and other purposes, characteristics and advantages of the present application to be more apparent and easy to understand, the following specific embodiments of the present application are described in detail. BRIEF DESCRIPTION OF DRAWINGS

[0044] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of the preferred embodiments and are not meant to limit the present application. Moreover, the same reference numerals in the attached drawings indicate the same or similar elements. In the drawings:

[0045] Figure 1 Structure schematic diagram of the thermal management system of some embodiments of the present application;

[0046] Figures 2 to 7 Circuit connection schematic diagram of the thermal management system of some embodiments of the present application in different modes;

[0047] Figure 8 Structure schematic diagram of the vehicle of some embodiments of the present application.

[0048] Reference numerals in the detailed description are as follows:

[0049] Vehicle 1000;

[0050] Battery device 100, controller 200, motor 300, thermal management system 400, electric drive assembly 500;

[0051] Refrigerant circuit 10, first heat exchanger 11, second heat exchanger 12, compressor 13, liquid accumulator 14, first expansion valve 15, second expansion valve 16;

[0052] Passenger cabin circuit 20, first circuit 21, cold core 211, first three-way valve 212, second water pump 213, second circuit 22, warm core 221, second three-way valve 222, third water pump 223;

[0053] Electric drive circuit 30, fourth water pump 31;

[0054] Heat dissipation circuit 40, third heat exchanger 41;

[0055] Multi-way valve 50;

[0056] Battery circuit 60, two-way valve 61, first water pump 62. DETAILED DESCRIPTION

[0057] The embodiments of the technical solutions of the present application will be described in detail below with reference to the drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present application, and therefore only serve as examples, and cannot limit the protection scope of the present application.

[0058] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit the present application; the terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above description of drawings are intended to cover non-exclusive inclusion.

[0059] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise explicitly and specifically limited.

[0060] In this paper, the reference to "embodiments" means that the specific features, structures or properties described in conjunction with the embodiments can be included in at least one embodiment of the present application. The appearance of this phrase at various places in the specification does not necessarily mean the same embodiment, nor is it an independent or alternative embodiment to other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0061] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship between the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents a "or" relationship between the front and rear associated objects.

[0062] In the description of the embodiments of the present application, the term "a plurality of" refers to two or more (including two), and similarly, "a plurality of groups" refers to two or more groups (including two groups), and "a plurality of pieces" refers to two or more pieces (including two pieces).

[0063] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship shown in the drawings, which is only for the convenience of describing the embodiments of the present application and simplifying the description, and does not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0064] In the description of the embodiments of the present application, unless otherwise specifically specified and limited, the technical terms "mounting", "connecting", "connecting", "fixing" and the like should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0065] Unless otherwise specified, all embodiments and optional embodiments of the present application can be combined with each other to form new technical solutions.

[0066] Unless otherwise specified, all technical features and optional technical features of the present application can be combined with each other to form new technical solutions.

[0067] Please refer to Figure 8 , Figure 8 A simple schematic diagram of a vehicle 1000 is provided for the embodiments of the present application. The vehicle 1000 can be a range-extending vehicle, a pure electric vehicle, or a hybrid vehicle. The vehicle 1000 can be provided with a battery device 100 and a thermal management system, for example, the battery device 100 can be provided at the bottom, front or rear of the vehicle 1000. The battery device 100 can be used for power supply of the vehicle 1000, for example, the battery device 100 can be used as the operating power supply of the vehicle 1000. The thermal management system can adjust the temperature of the battery device 100, the passenger compartment and the electric drive assembly. Here, the temperature adjustment includes but is not limited to cooling the battery device 100, the passenger compartment and the electric drive assembly, and can also include heating the battery device 100, the passenger compartment and the electric drive assembly, to meet the driving and user requirements.

[0068] The vehicle 1000 can further include a controller 200 and a motor 300, for example, to control the power supply of the battery device 100 to the motor 300. The battery device 100 can be used for starting, navigation, etc. of the vehicle 1000. The battery device 100 can also be used to drive the vehicle 1000 to run, instead of or partially instead of fuel or natural gas to provide driving energy for the vehicle 1000.

[0069] At present, new energy vehicles are becoming more and more popular due to their environmental protection. New energy vehicles use battery devices to provide electric energy to electric motors, so that the electric motors drive the vehicles to run. In the related art, the vehicle has a thermal management system, and the thermal management system can perform thermal management on an electric drive assembly (such as including an electric motor, a transmission mechanism, etc.). However, the current thermal management system makes the electric drive system enter the normal working temperature range for a long time, resulting in a decline in the performance of the vehicle.

[0070] In order to improve the problem that the electric drive system enters the normal working temperature range for a long time, the present application provides a thermal management system. The thermal management system is used for a vehicle, and the thermal management system includes a refrigerant circuit, a passenger compartment circuit, an electric drive circuit, a heat dissipation circuit, and a multi-way valve. The refrigerant circuit includes a first heat exchanger and a second heat exchanger. The passenger compartment circuit includes a first circuit and a second circuit, the first circuit includes a cold core for cooling the passenger compartment, and the second circuit includes a warm core for heating the passenger compartment. The refrigerant circuit is configured to exchange heat with the first circuit through the first heat exchanger and exchange heat with the second circuit through the second heat exchanger. The electric drive circuit is configured to exchange heat with an electric drive assembly. The heat dissipation circuit includes a third heat exchanger. The multi-way valve is connected to the first circuit, the second circuit, the electric drive circuit, and the heat dissipation circuit, and is configured to make the electric drive circuit self-connected, and at least one of the following:

[0071] making the electric drive circuit and the heat dissipation circuit communicate with the first circuit and exchange heat with the environment through the third heat exchanger;

[0072] making the electric drive circuit and the heat dissipation circuit communicate with the second circuit and exchange heat with the environment through the third heat exchanger.

[0073] In the technical solution of the embodiments of the present application, the refrigerant circuit can exchange heat with the first circuit and the second circuit through the first heat exchanger and the second heat exchanger, so as to realize cooling and heating of the passenger compartment. The multi-way valve can make the electric drive circuit self-connected, so as to make the electric drive assembly heat accumulation, so as to realize rapid temperature rise of the electric drive assembly, thereby improving the problem that the electric drive assembly enters the normal working temperature range for a long time to a certain extent. When the electric drive circuit and the heat dissipation circuit communicate with the first circuit, and when the electric drive circuit and the heat dissipation circuit communicate with the second circuit, the cooling of the electric drive assembly can be realized.

[0074] The battery apparatus mentioned in the embodiments of the present application can include one or more battery cell assemblies for providing voltage and capacity. The battery cell assembly can include a plurality of battery cells connected in series, in parallel, or in a mixed connection through a busbar component.

[0075] In some embodiments, the battery cell assembly is generally formed by arranging a plurality of battery cells.

[0076] As an example, the battery cell assembly can be a battery module formed by arranging and fixing a plurality of battery cells into a separate module. As an example, the battery module can be formed by bundling a plurality of battery cells with a cable tie.

[0077] In some embodiments, the battery apparatus can be a battery pack including a case and one or more battery cell assemblies housed in the case.

[0078] As an example, the battery cell assembly can be a battery module, which can be housed in the case by fixing the battery module in the case.

[0079] As an example, the battery cell assembly can also be housed in the case by directly fixing a plurality of battery cells in the case.

[0080] As an example, the case can include a first case and a second case. The first case and the second case are coupled so that an enclosed space is formed inside the case to accommodate the battery cell assembly. Here, enclosed means covered or closed, which can be sealed or unsealed. The first case can be a top cover or a bottom plate.

[0081] As an example, the case can include a top cover, a frame, and a bottom plate. The top cover and the bottom plate are respectively connected to the frame so that an enclosed space is formed inside the case to accommodate the battery cell assembly.

[0082] In some embodiments, the case can be part of the chassis structure of the vehicle. For example, part of the case can be at least part of the floor of the vehicle, or part of the case can be at least part of the cross beam and the longitudinal beam of the vehicle.

[0083] In a first aspect, according to some embodiments of the present application, please refer to Figure 1 The present application provides a thermal management system 400 for a vehicle 1000, the thermal management system 400 including a refrigerant circuit 10, a passenger compartment circuit 20, an electric drive circuit 30, a heat dissipation circuit 40, and a multi-way valve 50.

[0084] The refrigerant circuit includes a first heat exchanger 11 and a second heat exchanger 12. The passenger cabin circuit includes a first circuit 21 including a cold core 211 for cooling the passenger cabin and a second circuit 22 including a warm core 221 for heating the passenger cabin, the refrigerant circuit 10 being configured to exchange heat with the first circuit 21 through the first heat exchanger 11 and with the second circuit 22 through the second heat exchanger 12. The electric drive circuit 30 is configured to exchange heat with the electric drive assembly 500. The heat dissipation circuit 40 includes a third heat exchanger 41. The multi-way valve 50 connects the first circuit 21, the second circuit 22, the electric drive circuit 30 and the heat dissipation circuit 40, and is configured to connect the electric drive circuit 30 in series and at least one of the following:

[0085] Figure 3

[0086] Figure 2

[0087] Specifically, the refrigerant circuit 10 is provided with a refrigerant, the refrigerant circuit 10 transfers heat through the refrigerant, and the refrigerant can change phase when flowing in the refrigerant circuit 10, thereby absorbing and releasing heat. The refrigerant includes but is not limited to alkane, tetrafluoroethane, freon, propane (R290), isobutane, etc., and the present application does not limit this.

[0088] Optionally, in one embodiment, the passenger cabin circuit 10, the electric drive circuit 30 and the heat dissipation circuit 40 and the subsequent embodiment of the battery circuit 60 are provided with a cooling liquid, and these circuits transfer heat through the cooling liquid. Since the refrigerant circuit 10 exchanges heat with the first circuit 21 through the first heat exchanger 11 and exchanges heat with the second circuit 22 through the second heat exchanger 12, the refrigerant exchanges heat with the cooling liquid through the first heat exchanger 11 and the second heat exchanger 12, thereby realizing the secondary circuit thermal management system 400. In the secondary circuit thermal management system 400, since the refrigerant exchanges heat with the cooling liquid through the first heat exchanger and the second heat exchanger, the passenger cabin can be temperature-adjusted without the refrigerant flowing into the first circuit 11 and the second circuit 12. In the case of using flammable refrigerant, the path of flammable refrigerant directly entering the passenger cabin can be cut off, making it possible to apply flammable refrigerant to passenger cars and improving the safety of the whole vehicle.

[0089] Optionally, please refer to Figure 1 ​​​​The refrigerant circuit 10 includes a compressor 13, a second heat exchanger 12, a liquid receiver 14, a first expansion valve 15, and a first heat exchanger 11. These components are connected sequentially to form a heat pump system. When the heat pump system is operating, the compressor 13 draws in gaseous refrigerant, which is then compressed into high-temperature, high-pressure superheated vapor. This superheated vapor then enters the second heat exchanger 12, where it releases heat to the coolant in the second circuit 22 connected to the second heat exchanger 12, raising the temperature of the coolant in the second circuit 22. The superheated vapor then condenses into a low-temperature, high-pressure liquid.

[0090] The liquid receiver 14 can replenish liquid refrigerant to the refrigerant circuit 10 and store liquid refrigerant in the refrigerant circuit 10.

[0091] After condensation, the refrigerant passes through the first expansion valve 15, where it is throttled and depressurized, thus becoming a low-temperature, low-pressure liquid. This low-temperature, low-pressure liquid enters the first heat exchanger 11, where it absorbs heat from the coolant in the first circuit 21 and vaporizes into dry saturated vapor, lowering the temperature of the coolant in the first circuit 21. The refrigerant then transforms back into low-pressure superheated vapor in the suction pipe and is re-drawn into the compressor 13, beginning a new cycle.

[0092] Optionally, in Figure 1 In the illustrated embodiment, the refrigerant circuit 10 includes a second expansion valve 16. One end of the second expansion valve 16 is connected to the pipeline between the compressor 13 and the second heat exchanger 12, and the other end is connected to the pipeline between the first heat exchanger 11 and the first expansion valve 15. The branch containing the second expansion valve 16 can be a bypass branch. When the second expansion valve 16 is closed, refrigerant cannot flow through the branch containing the second expansion valve 16. When the second expansion valve 16 is open, refrigerant can flow through the branch containing the second expansion valve 16.

[0093] In one embodiment, if the cooling capacity is excessive, the opening of the second expansion valve 16 can be adjusted to regulate the enthalpy of the refrigerant inlet entering the first heat exchanger 11, thereby reducing the enthalpy and decreasing the cooling capacity of the first heat exchanger 11 to avoid excessive cooling capacity.

[0094] In one embodiment, if the heat demand of the passenger compartment is low, there is still excess heat even when the compressor 13 is running at its lowest speed. In this case, the second expansion valve 16 can be opened and the opening diameter of the second expansion valve 16 can be adjusted to adjust the opening degree, so that the enthalpy of the refrigerant entering the first heat exchanger 11 increases, effectively reducing the heat absorbed by the first heat exchanger 11, thereby reducing the minimum heating capacity of the thermal management system 400 and solving the problem of excess heat in the heat pump system.

[0095] In one embodiment, if the first circuit 21 is not working, no coolant flows through the first heat exchanger 11, the first heat exchanger 11 does not absorb heat, and by adjusting the refrigerant flow distribution of the second expansion valve 16 and the first expansion valve 15, the low pressure of the heat pump system is controlled within a suitable range to achieve compressor 13 hot gas bypass heating, and heat is transferred in the second heat exchanger 12 to the coolant of the second circuit 22. The thermistor heater of the heating battery device 100 can be cancelled, such as the Positive Temperature Coefficient (PTC) thermistor heater, thereby reducing the cost of system components to some extent.

[0096] The first heat exchanger 11 includes but is not limited to a plate heat exchanger (Chiller). The second heat exchanger 12 can include but is not limited to a water-cooled condenser (WCC).

[0097] The passenger compartment circuit 20, the electric drive circuit 30, and the heat dissipation circuit 40 are configured to transfer heat using coolant. When the passenger compartment circuit 20, the electric drive circuit 30, and the heat dissipation circuit 40 are working, the coolant flows in the circuit, so that the heat of the coolant can be transferred to the components of the circuit, or the coolant can absorb the heat of the components of the circuit. The components of the circuit include but are not limited to the cold core 211, the warm core 221, the electric drive assembly 500, and other components.

[0098] During the flow of the coolant, the phase change of the coolant does not substantially occur. When heat exchange is performed, the temperature of the coolant changes (increases or decreases), but the phase change of the coolant does not substantially occur. The coolant includes but is not limited to water, ethylene glycol, and mixtures thereof (such as ethylene glycol-water mixture), and the like.

[0099] The refrigerant circuit 10 is used to exchange heat with the first circuit 21 through the first heat exchanger 11. Specifically, the coolant of the first circuit 21 exchanges heat with the refrigerant through the first heat exchanger 11. In one embodiment, the coolant of the first circuit 21 flowing into the first heat exchanger 11 can be high-temperature coolant, and the low-temperature refrigerant can cool the first heat exchanger 11 to form a low-temperature first heat exchanger 11, the high-temperature coolant exchanges heat with the low-temperature first heat exchanger 11 to form low-temperature coolant, and the low-temperature coolant can flow to the cold core 211 and / or the electrical components, so that the passenger compartment and / or the electrical components can be cooled. The refrigerant obtains the heat of the coolant.

[0100] The refrigerant circuit 10 is configured to exchange heat with the second circuit 22 through the second heat exchanger 12. Specifically, the coolant of the second circuit 22 exchanges heat with the refrigerant through the second heat exchanger 12. In an embodiment, the coolant of the second circuit 22 flowing into the second heat exchanger 12 can be low-temperature coolant, and the high-temperature refrigerant can heat the second heat exchanger 12 to form a high-temperature second heat exchanger 12, the low-temperature coolant exchanges heat with the high-temperature second heat exchanger 12 to form high-temperature coolant, and the high-temperature coolant can flow to the warm core 221 and / or the electrical components, thereby heating the passenger compartment and / or the electrical components. The refrigerant obtains the cold energy of the coolant.

[0101] It should be noted that the low temperature and the high temperature mentioned in the present application refer to the relative high and low of the two temperatures, and do not refer to specific temperatures or temperature ranges.

[0102] Optionally, in an embodiment, the thermal management system 400 can include an air conditioning box including the cold core 211, the warm core 221, and a temperature damper, the air flowing into the passenger compartment can first pass through the cold core 211, and the temperature damper can control the on-off and flow of the air flowing to the warm core 221. Specifically, when the temperature damper closes the air duct where the warm core 221 is located, the air flowing out after passing through the cold core 211 will not flow into the warm core 221, but will flow into the passenger compartment. When the temperature damper opens the air duct where the warm core 221 is located, the air flowing out after passing through the cold core 211 flows into the warm core 221, and then flows into the passenger compartment. The temperature damper can also control the flow of air flowing to the warm core 221, and when the warm core 221 is a high-temperature warm core 221, the temperature of the air flow can be increased.

[0103] In an embodiment of the present application, whether the air flow passes through the warm core 221 can be controlled by the temperature damper. When the air flow passes through the warm core 221, the passenger compartment can be heated. Thus, the dual-temperature-zone refrigeration can be conveniently realized. For example, when the dual-temperature-zone refrigeration is performed, if the temperature on the driver side is set to 20℃ and the temperature on the co-driver side is set to 25℃, the air cooled by the cold core 211 in the air conditioning box does not pass through the warm core 221 on the driver side and is directly blown to the passenger compartment, and on the co-driver side, the air is heated by the warm core 221 and then blown to the passenger compartment, thereby realizing different temperatures on the two sides. Whether the air flow on the two sides passes through the warm core 221 can be realized by the temperature damper.

[0104] The electric drive circuit 30 is configured to exchange heat with the electric drive assembly 500, thereby adjusting the temperature of the electric drive assembly 500. Optionally, the electric drive assembly 500 includes a motor, a reducer, a gearbox, an electric drive controller, etc., and the electric drive controller is used to control the battery device 100 to supply power to the motor, for example, to meet the power demand for starting, navigation, and driving of the vehicle 1000.

[0105] The heat dissipation circuit 40 includes a third heat exchanger 41. The third heat exchanger 41 can exchange heat with the external environment, thereby heating or cooling the coolant in the heat dissipation circuit 40. The third heat exchanger 41 can be disposed at a position including but not limited to the front of the vehicle, under the chassis of the vehicle, etc. The third heat exchanger 41 can include but is not limited to a low-temperature radiator (LTR).

[0106] The multi-way valve 50 is a fluid control device that can simultaneously control the flow and direction of multiple input and output pipes. The multi-way valve 50 usually uses a ball valve or a rotary pilot valve to control and regulate fluid. During operation, the connection state of the fluid passage is changed by rotating the valve core, thereby realizing the mutual connection and control of multiple fluid pipes. The multi-way valve 50 has multiple connection ports, and the first circuit 21, the second circuit 22, the electric drive circuit 30, and the heat dissipation circuit 40 can be connected to the corresponding connection ports, thereby being connected to the multi-way valve 50.

[0107] By changing the configuration state of the multi-way valve 50, the different connection ports are connected to each other through the passages in the multi-way valve 50, so that one circuit is connected to another circuit, thereby making the coolant flow in different circuits and realizing heat transfer.

[0108] Optionally, in an embodiment, when the configuration state of the multi-way valve 50 makes the first circuit 21 and the electric drive circuit 30 self-connected, the operation of the electric drive circuit 30 can make the coolant in the electric drive circuit 30 circulate in the electric drive circuit 30 through the two connection ports connected by the multi-way valve 50, thereby accumulating heat in the electric drive assembly 500, and to some extent, improving the problem that the electric drive assembly 500 takes a long time to enter the normal working temperature range.

[0109] In this application, the self-connection refers to the connection of the two connection ports of the circuit through the multi-way valve 50, so that the coolant in the circuit stays in the circuit without flowing to other circuits through the multi-way valve 50. When the circuit is not working, the coolant in the circuit does not flow; when the circuit is working, the coolant in the circuit circulates in the circuit through the two connection ports connected by the multi-way valve 50.

[0110] Optionally, please refer to Figure 3 In an embodiment, the configuration state of the multi-way valve 50 makes the electric drive circuit 30 and the heat dissipation circuit 40 connected to the first circuit 21, thereby cooling the electric drive assembly 500. Specifically, please refer to Figure 3The cooling liquid of the first circuit 21 can transfer heat to the refrigerant through the first heat exchanger 11 to form low-temperature cooling liquid, which flows to the third heat exchanger 41 through the multi-way valve 50 and absorbs heat from the external environment through the third heat exchanger 41. The cooling liquid after absorbing heat flows to the electric drive circuit 30 through the multi-way valve 50, cools the electric drive assembly 500 and absorbs heat again. The cooling liquid flowing out of the electric drive assembly 500 flows back to the first circuit 21 through the multi-way valve 50 and exchanges heat with the first heat exchanger 11, so that the cooling liquid forms a circulating flow.

[0111] Optionally, please refer to Figure 2 In one embodiment, the configuration state of the multi-way valve 50 is to make the electric drive circuit 30 and the heat dissipation circuit 40 communicate with the second circuit 22, so that the electric drive assembly 500 can be cooled. Specifically, please refer to Figure 2 The cooling liquid of the second circuit 22 can transfer heat to the refrigerant through the second heat exchanger 12 to form high-temperature cooling liquid, which flows to the third heat exchanger 41 through the multi-way valve 50 and dissipates heat to the external environment through the third heat exchanger 41. The cooling liquid after dissipating heat flows to the electric drive circuit 30 through the multi-way valve 50, cools the electric drive assembly 500. The cooling liquid flowing out of the electric drive assembly 500 flows back to the second circuit 22 through the multi-way valve 50 and exchanges heat with the second heat exchanger 12, so that the cooling liquid forms a circulating flow.

[0112] The configuration state of the multi-way valve 50 can mean the state in which one connection port communicates with another connection port or does not communicate with another connection port. When the two connection ports communicate, the cooling liquid can flow from one connection port to another connection port inside the multi-way valve 50; when the two connection ports do not communicate, the cooling liquid cannot flow from one connection port to another connection port inside the multi-way valve 50.

[0113] In the above heat management system 400, the refrigerant circuit 10 can exchange heat with the first circuit 21 and the second circuit 22 through the first heat exchanger 11 and the second heat exchanger 12, so that the cooling and heating of the passenger compartment can be realized. The multi-way valve 50 can make the electric drive circuit 30 self-communicate, so that the electric drive assembly 500 can store heat, so that the rapid temperature rise of the electric drive assembly 500 can be realized, so that the problem that the electric drive assembly 500 takes a long time to enter the normal working temperature range can be improved to a certain extent. When the electric drive circuit 30 and the heat dissipation circuit 40 communicate with the first circuit 21, and when the electric drive circuit 30 and the heat dissipation circuit 40 communicate with the second circuit 22, the cooling of the electric drive assembly 500 can be realized.

[0114] Further, in the embodiments of the present application, the multi-way valve 50 can make the electric drive circuit 30 self-communicate, and the third heat exchanger 41 can be decoupled from the electric drive assembly 500. Specifically, the multi-way valve 50 can make the electric drive circuit 30 self-communicate, so as to realize the potential temperature rise of the electric drive assembly 500. When the electric drive circuit 30 self-communicates, the third heat exchanger 41 is not connected to the electric drive circuit 30 to dissipate heat from the electric drive assembly 500, so as to realize the decoupling of the third heat exchanger 41 from the electric drive assembly 500.

[0115] According to some embodiments of the present application, optionally, in combination with Figure 1 , the multi-way valve 50 is configured to realize at least one of the following:

[0116] making the heat dissipation circuit 40 communicate with the first circuit 21 Figures 5 to 7 );

[0117] making the second circuit 22 self-communicate Figures 4 to 7 );

[0118] making the heat dissipation circuit 40 self-communicate Figure 4 .

[0119] In the above embodiments, different configuration states of the multi-way valve 50 can realize different thermal management modes of the electric drive assembly 500 and the passenger cabin.

[0120] Optionally, in an embodiment, the thermal management system 400 can include a controller, which can be electrically connected with the multi-way valve 50, and used to control the configuration state of the multi-way valve 50. The controller of the thermal management system 400 can be the same controller as the controller of the vehicle 1000, or different controllers, which are not limited in the present application.

[0121] In the embodiments shown in the figures, as an example, the multi-way valve 50 has 10 connection ports, which are A, B, C, D, E, F, G, H, I, and J. The multi-way valve 50 is configured to realize:

[0122] making the heat dissipation circuit 40 communicate with the first circuit 21 Figures 5 to 7 );

[0123] making the second circuit 22 self-communicate Figures 4 to 7 );

[0124] making the heat dissipation circuit 40 self-communicate Figure 4 .

[0125] It can be understood that when the number of thermal management modes that the thermal management system 400 can realize is reduced or increased, the number of connection ports of the multi-way valve 50 can also be reduced or increased accordingly to meet the different thermal management mode requirements of the thermal management system 400.

[0126] When the refrigerant circuit 10 is working, the low-temperature refrigerant exchanges heat with the first heat exchanger 11 to form a low-temperature first heat exchanger 11, and the high-temperature refrigerant exchanges heat with the second heat exchanger 12 to form a high-temperature second heat exchanger 12.

[0127] Please refer to Figure 4 , the configuration state of the multi-way valve 50 is that the E connection port and the F connection port are communicated, so that the heat dissipation circuit 40 is self-connected. When the heat dissipation circuit 40 is not working, the coolant in the heat dissipation circuit 40 can be made to stay in the heat dissipation circuit 40 through the E and F connection ports connected by the multi-way valve 50.

[0128] Please refer to Figures 4 to 7 , the configuration state of the multi-way valve 50 is that the C connection port and the D connection port are communicated, so that the second circuit 22 is self-connected. When the second circuit 22 is working, the high-temperature coolant flows out of the second heat exchanger 12 and flows to the warm core 221 to form a high-temperature warm core 221, so as to realize the heating of the passenger compartment. The coolant in the second circuit 22 circulates in the second circuit 22 through the C and D connection ports connected by the multi-way valve 50. In addition, in Figure 7 , the second expansion valve 16 of the refrigerant circuit 10 can be opened to realize the bypass branch of the heat pump system to heat the passenger compartment.

[0129] Please refer to Figures 5 to 7 , the configuration state of the multi-way valve 40 is that the A connection port and the F connection port are communicated, and the B connection port and the E connection port are communicated, so that the heat dissipation circuit 40 and the first circuit 21 are communicated. Please refer to Figures 5 to 6 , when the first circuit 21 is working, the coolant flows through the heat dissipation circuit 40, the coolant absorbs heat from the environment through the third heat exchanger 41, flows into the first circuit 21 through the F connection port and the A connection port, exchanges heat with the first heat exchanger 11 in the first circuit 21, and transmits the heat of the environment to the refrigerant circuit 10 through the first heat exchanger 11. The coolant flowing out of the first heat exchanger 11 flows into the heat dissipation circuit 40 through the B connection port and the E connection port, and the coolant forms a cycle to transmit the heat of the environment to the refrigerant circuit 10. The refrigerant can transmit the heat to the warm core 221 of the second circuit 22 through the second heat exchanger 12 to heat the passenger compartment.

[0130] Please refer to Figure 7 , when the first circuit is not working, the coolant in the heat dissipation circuit 40 and the first circuit 21 can be made to stay in the heat dissipation circuit 40 and the first circuit 21 through the A and F connection ports and the B and E connection ports connected by the multi-way valve 50.

[0131] Optionally, in other embodiments, the multi-way valve 50 is configured to realize any one or any two of the following:

[0132] communicate the heat dissipation circuit 40 and the first circuit 21 Figures 5 to 7 ;

[0133] communicating the second circuit 22 with itself Figures 4 to 7 ) ;

[0134] communicating the heat dissipation circuit 40 with itself Figure 4 ).

[0135] According to some embodiments of the present application, optionally, in combination with Figure 1 , the thermal management system comprises a battery circuit 60 for exchanging heat with the battery device 100, the multi-way valve 40 is configured to achieve at least one of:

[0136] communicating the battery circuit 60 with the first circuit 21 Figure 2 ) ;

[0137] communicating the battery circuit 60 with the second circuit 22 Figure 3 ) ;

[0138] communicating the battery circuit 60 with the first circuit 21 and the electric drive circuit 30 Figure 4 ) ;

[0139] communicating the battery circuit 60 with itself Figure 5 ) ;

[0140] communicating the battery circuit 60 with the electric drive circuit 30 Figure 6 and Figure 7 ).

[0141] In the above embodiments, different configuration states of the multi-way valve 50 can achieve different thermal management modes for the battery device 100, the electric drive assembly 500 and the passenger cabin.

[0142] Optionally, in an embodiment, the thermal management system 400 can comprise a controller, which can be electrically connected with the multi-way valve 50 for controlling the configuration state of the multi-way valve 50. The controller of the thermal management system 400 can be the same controller as the controller of the vehicle 1000, or a different controller, which is not specifically limited in the present application.

[0143] In the embodiment shown in the figure, as an example, the multi-way valve 50 has 10 connection ports, which are A, B, C, D, E, F, G, H, I, J respectively. The multi-way valve 50 is configured to achieve:

[0144] communicating the battery circuit 60 with the first circuit 21 Figure 2 ) ;

[0145] communicating the battery circuit 60 with the second circuit 22 Figure 3 ) ;

[0146] The battery circuit 60 is communicated with the first circuit 21 and the electric drive circuit 30 Figure 4

[0147] The battery circuit 60 is communicated with the first circuit 21 and the electric drive circuit 30 Figure 5

[0148] The battery circuit 60 is communicated with the first circuit 21 and the electric drive circuit 30 Figure 6 Figure 7

[0149] It can be understood that when the number of heat management modes that the heat management system 400 can achieve is reduced or increased, the number of connection ports of the multi-way valve 50 can also be reduced or increased accordingly to meet the different heat management mode requirements of the heat management system 400.

[0150] When the refrigerant circuit 10 is working, the low-temperature refrigerant exchanges heat with the first heat exchanger 11 to form a low-temperature first heat exchanger 11, and the high-temperature refrigerant exchanges heat with the second heat exchanger 12 to form a high-temperature second heat exchanger 12.

[0151] Please refer to Figure 2 In an embodiment, the configuration state of the multi-way valve 50 is that the A connection port is communicated with the J connection port, and the B connection port is communicated with the I connection port, so that the first circuit 21 is communicated with the battery circuit 60 to cool the battery device 100 and the passenger compartment. The cooling liquid of the first circuit 21 exchanges heat with the low-temperature first heat exchanger 11 to form a low-temperature cooling liquid, which can flow to the cold core 211 to form a low-temperature cold core 211. The low-temperature cold core 211 cools the airflow flowing through it to form a low-temperature airflow, which is blown into the passenger compartment to cool the passenger compartment, thereby achieving refrigeration of the passenger compartment. The cooling liquid flowing out of the cold core 211 can flow to the B connection port. The low-temperature cooling liquid can also flow into the battery circuit 60 through the B connection port and the I connection port to cool the battery device 100. The cooling liquid flowing out of the battery device 100 returns to the first circuit 21 through the J connection port and the A connection port, and then exchanges heat with the first heat exchanger 11 again.

[0152] Please refer to Figure 3 ​​​​In one embodiment, the configuration state of the multi-way valve 50 is that the C port is communicated with the J port, and the D port is communicated with the I port, so as to communicate the second circuit 22 with the battery circuit 60 to heat the battery device 100 and the passenger cabin. The coolant of the second circuit 22 exchanges heat with the high-temperature second heat exchanger 12 to form high-temperature coolant, the high-temperature coolant can flow to the warm core 221 to form a high-temperature warm core 221, the high-temperature warm core 221 warms the airflow flowing through to form a high-temperature airflow, the high-temperature airflow is blown into the passenger cabin to heat the passenger cabin, and heating of the passenger cabin is achieved. The coolant flowing out of the warm core 221 can flow to the D port. The high-temperature coolant can flow into the battery circuit 60 through the D port and the I port to heat the battery device 100. The coolant flowing out of the battery device 100 returns to the second circuit 22 through the J port and the C port, and then exchanges heat with the second heat exchanger 12 again.

[0153] Please refer to Figure 4 In one embodiment, the configuration state of the multi-way valve 50 is that the A port is communicated with the J port, the B port is communicated with the G port, and the H port is communicated with the I port, so as to communicate the battery circuit with the first circuit and the electric drive circuit 30, so that the heat of the battery device 100 and the electric drive assembly 500 can be transferred to the refrigerant circuit 10. The electric drive circuit 30 is not communicated with the heat dissipation circuit 40.

[0154] When the electric drive circuit 30, the first circuit 21 and the battery circuit 60 work, the coolant flows through the electric drive assembly 500, absorbs heat of the electric drive assembly 500, and then flows into the battery circuit 60 through the H port and the I port to absorb heat of the battery device 100. The coolant flowing out of the battery device 100 flows into the first circuit 21 through the J port and the A port, exchanges heat with the first heat exchanger 11 in the first circuit 21, and transfers heat to the refrigerant circuit 10 through the first heat exchanger 11. The coolant flowing out of the first heat exchanger 11 flows into the electric drive circuit 30 through the B port and the G port, and forms a circulation, so that the heat of the battery device 100 and the electric drive assembly 500 is transferred to the refrigerant circuit 10. The refrigerant can transfer heat to the warm core 221 of the second circuit 22 through the second heat exchanger 12 to heat the passenger cabin.

[0155] Please refer to Figure 5 In one embodiment, the configuration state of the multi-way valve 50 is that the I port is communicated with the J port, so as to make the battery circuit 60 self-communicate. When the battery circuit 60 works, the coolant in the battery circuit 60 can circulate in the battery circuit 60 through the I and J ports communicated by the multi-way valve 50 to realize temperature equalization of the battery device 100. When the battery circuit 60 does not work, the coolant in the battery circuit 60 can stay in the battery circuit 60 through the I and J ports communicated by the multi-way valve 50.

[0156] Please refer to Figure 6 andFigure 7 In one embodiment, the configuration of the multi-way valve 50 is that the G port is connected with the J port, and the H port is connected with the I port, so that the battery circuit 60 is connected with the electric drive circuit 30. When the electric drive circuit 30 and the battery circuit 60 are working, the cooling liquid flows through the electric drive assembly 500, absorbs heat of the electric drive assembly 500 to form high-temperature cooling liquid, the high-temperature cooling liquid flows into the battery circuit 60 through the H port and the I port, and heats the battery device 100. The cooling liquid flowing out of the battery device 100 flows into the electric drive circuit 30 through the J port and the G port, re-absorbs heat of the electric drive assembly 500 and is cooled, and the cooling liquid forms a circulation in this way. The electric drive circuit 30 is not connected with the heat dissipation circuit 40.

[0157] Optionally, in other embodiments, the multi-way valve 50 is configured to realize any one, any two, any three or any four of the following:

[0158] connecting the battery circuit 60 with the first circuit 21, Figure 1 );

[0159] connecting the battery circuit 60 with the second circuit 22, Figure 1 );

[0160] connecting the battery circuit 60 with the first circuit 21 and the electric drive circuit 30, Figure 2 );

[0161] connecting the battery circuit 60 with itself, Figure 3 );

[0162] connecting the battery circuit 60 with the electric drive circuit 30, Figure 5 and Figure 1 )。

[0163] According to some embodiments of the present application, optionally, please refer to Figure 1 The battery circuit 60 comprises a two-way valve 61, one end of the two-way valve 61 is connected with the inlet of the battery device 100, and the other end of the two-way valve 61 is connected with the outlet of the battery device 100.

[0164] In the above embodiments, the two-way valve 61 can be used to adjust the temperature of the battery device 100 and the flow resistance of the pipeline.

[0165] Specifically, please refer to Figure 1 In one embodiment, by adjusting the aperture size of the two-way valve 61, the flow rate of the cooling liquid flowing out of the battery device 100 and returning to the inlet of the battery device 100 is adjusted, and then the temperature of the cooling liquid flowing into the battery device 100 is adjusted, so that the inlet temperature of the battery device 100 is maintained within a reasonable range.

[0166] Please refer to Figure 1In one embodiment, the cooling liquid flowing out of the battery device 100 is divided into two parts, one part enters the multi-way valve 50 to return to the first loop 21, and is re-precooled by the first heat exchanger 11, and the other part is mixed with the low-temperature cooling liquid flowing out of the multi-way valve 50 and then enters the battery device 100 again to cool the battery device 100. Through the adjustment of the two-way valve 61, the temperature of the cooling liquid entering the battery device 100 is adjusted, so as to adjust the temperature of the battery device 100.

[0167] Please refer to Figure 2 In one embodiment, part of the cooling liquid flowing out of the battery device 100 and having a relatively low temperature returns to the inlet of the battery device 100 through the two-way valve 61, and part of the cooling liquid flows through the multi-way valve 50, flows into the second loop 22, and enters the second heat exchanger 12 to be reheated.

[0168] Please refer to Figure 3 In one embodiment, the cooling liquid flowing out of the battery device 100 is divided into two parts, which return to the inlet of the battery device 100 from the multi-way valve 50 and the two-way valve 61 respectively, so as to effectively reduce the flow resistance of the cooling liquid pipeline.

[0169] According to some embodiments of the present application, optionally, please refer to Figure 4 The battery loop 60 comprises a first water pump 62, which is configured to provide flow power to the cooling liquid of the battery loop 60.

[0170] In the above embodiments, the heat exchange efficiency can be improved by the first water pump 62.

[0171] Specifically, the first water pump 62 can be arranged upstream of the inlet and / or downstream of the outlet of the battery device 100, and in the embodiment shown in Figure 5 The first water pump 62 is arranged upstream of the inlet of the battery device 100, and when the first water pump 62 is working, the cooling liquid can flow faster in the battery loop 60, so as to improve the heat exchange efficiency.

[0172] It is worth noting that the name of the water pump is a commonly used term in the industry and does not constitute a limitation on the composition of the cooling liquid.

[0173] According to some embodiments of the present application, optionally, please refer to Figure 6 The first loop 21 comprises a first three-way valve 212, which is connected with the multi-way valve 50, the cold core 211 and the first heat exchanger 11, and is configured to make the cooling liquid of the first loop 40 flow into or not flow into the cold core 211.

[0174] In the above embodiments, the first three-way valve 212 can be adjusted to allow the cooling liquid flowing out of the first heat exchanger 11 to flow into the cold core 211 to cool and dehumidify the air, or not to flow into the cold core 211 to not affect the temperature of the passenger compartment.

[0175] Specifically, when the first three-way valve 212 allows the cooling liquid flowing out of the first heat exchanger 11 to flow into the cold core 211, the temperature of the cold core 211 is reduced, so that the air entering the passenger compartment can be cooled and dehumidified.

[0176] Please refer to Figure 3 and Figure 4 In one embodiment, by adjusting the valve opening position of the first three-way valve 212, the flow rate of the low-temperature cooling liquid entering the battery device 100 and the cold core 211 can be adjusted, and the amount of cold entering the battery device 100 and the passenger compartment can be adjusted so that the battery device 100 and the passenger compartment are kept within a reasonable temperature range.

[0177] Please refer to Figure 5 , Figure 6 , Figure 1 and Figure 1 In some embodiments, the first three-way valve 212 is adjusted to allow the cooling liquid flowing out of the first heat exchanger 11 to not flow into the cold core 211, so that the temperature of the cold core 211 does not change, and the cold core 211 does not affect the temperature of the passenger compartment.

[0178] Please refer to Figure 1 , Figure 3 , Figure 1 and Figure 1 In some embodiments, if the passenger compartment has dehumidification requirements, the first three-way valve 212 is adjusted to allow part of the cooling liquid flowing out of the first heat exchanger 11 to flow into the cold core 211 to dehumidify the passenger compartment.

[0179] According to some embodiments of the present application, optionally, please refer to Figure 1 The first circuit 21 comprises a second water pump 213 configured to provide flow power to the cooling liquid in the first circuit 21.

[0180] In the above embodiments, the second water pump 213 can improve the heat exchange efficiency.

[0181] Specifically, the second water pump 213 can be arranged upstream of the inlet and / or downstream of the outlet of the first heat exchanger 11, and in the embodiment shown in Figure 1 , the second water pump 213 is arranged upstream of the inlet of the first heat exchanger 11, and when the second water pump 213 is working, the cooling liquid can flow faster in the first circuit 21, so that the heat exchange efficiency can be improved.

[0182] According to some embodiments of the present application, optionally, please refer to Figure 1The second circuit 22 comprises a second three-way valve 222 connected with the multi-way valve 50, the warm core 221 and the second heat exchanger 12, and the second three-way valve 222 is configured to adjust the temperature of the cooling liquid flowing into the warm core 221.

[0183] In the above embodiment, the temperature of the cooling liquid flowing into the warm core 221 can be adjusted by the second three-way valve 222.

[0184] Specifically, in one embodiment, please refer to Figure 2 The high-temperature cooling liquid flowing out of the second heat exchanger 12 enters the warm core 221 to release heat and heat the passenger cabin. The high-temperature cooling liquid flowing out of the warm core 221 is divided into two paths. One path flows through the multi-way valve 50, mixes with the low-temperature cooling liquid flowing out of the battery device 100 (through the two-way valve 61) to reach the required temperature, and then enters the battery device 100 to heat the battery device 100. The other path returns to the second three-way valve 222 and then enters the second heat exchanger 12 to be reheated, so as to adjust the temperature of the cooling liquid flowing into the warm core 221. Therefore, when the battery device 100 and the passenger cabin are heated at the same time, the heat of the battery device 100 and the passenger cabin can be distributed by the second three-way valve 222.

[0185] According to some embodiments of the present application, optionally, please refer to Figure 4 The second circuit 22 comprises a third water pump 223 configured to provide flow power to the cooling liquid in the second circuit 22.

[0186] In the above embodiment, the heat exchange efficiency can be improved by the third water pump 223.

[0187] Specifically, the third water pump 223 can be arranged upstream of the inlet and / or downstream of the outlet of the second heat exchanger 12. In the embodiment shown in Figure 5 The third water pump 223 is arranged between the second three-way valve 222 and the upstream of the inlet of the second heat exchanger 12. When the third water pump 223 is working, the cooling liquid can flow faster in the second circuit 22, so as to improve the heat exchange efficiency.

[0188] According to some embodiments of the present application, optionally, please refer to Figure 6 The electric drive circuit 30 comprises a fourth water pump 31 configured to provide flow power to the cooling liquid in the electric drive circuit 30.

[0189] In the above embodiment, the heat exchange efficiency can be improved by the fourth water pump 31.

[0190] Specifically, the fourth water pump 31 can be arranged upstream of the inlet and / or downstream of the outlet of the electric drive assembly. In the embodiment shown in Figure 7In the illustrated embodiment, the fourth water pump 31 is located upstream of the inlet of the electric drive assembly. When the fourth water pump 31 is operating, it can accelerate the flow of coolant within the electric drive circuit 30, thereby improving heat exchange efficiency.

[0191] According to some embodiments of this application, optionally, please refer to... Figures 1 to 8 The refrigerant circuit 10 includes a compressor 13, a first expansion valve 15, and a second expansion valve 16. The compressor 13, the second heat exchanger 12, the first expansion valve 15, and the first heat exchanger 11 are connected in sequence. One end of the second expansion valve 16 is connected to the pipeline between the compressor 13 and the second heat exchanger 12, and the other end is connected to the pipeline between the first heat exchanger 11 and the first expansion valve 15.

[0192] In the above embodiments, the cooling capacity, heating capacity and bypass heating of the refrigerant circuit 10 are adjusted by the second expansion valve 16.

[0193] Specifically, the branch containing the second expansion valve 16 constitutes a bypass of the refrigerant circuit 10. When the second expansion valve 16 is closed, refrigerant cannot flow through the branch containing the second expansion valve 16. When the second expansion valve 16 is open, refrigerant can flow through the branch containing the second expansion valve 16.

[0194] Please combine Figure 1 In one embodiment, if the cooling capacity is excessive, the opening of the second expansion valve 16 can be adjusted, thereby adjusting the enthalpy value of the refrigerant inlet entering the first heat exchanger 11, so that the enthalpy value is reduced and the cooling capacity of the first heat exchanger 11 is reduced, thus avoiding excessive cooling capacity.

[0195] Please combine Figure 1 , Figure 2 , Figure 3 In some embodiments, if the heat demand of the passenger compartment is small, there is still excess heat even when the compressor 13 is running at its lowest speed. In this case, the second expansion valve 16 can be opened and the opening diameter of the second expansion valve 16 can be adjusted to adjust the opening degree, so that the enthalpy of the refrigerant entering the first heat exchanger 11 increases, effectively reducing the heat absorbed by the first heat exchanger 11, thereby reducing the minimum heating capacity of the thermal management system 400 and solving the problem of excess heat in the heat pump system.

[0196] Please combine Figure 4 In one embodiment, if the first circuit 21 is not working, no coolant flows through the first heat exchanger 11, and the first heat exchanger 11 does not absorb heat. By adjusting the refrigerant flow distribution of the second expansion valve 16 and the first expansion valve 15, the low pressure of the heat pump system is controlled within a suitable range, so that the hot gas of the compressor 13 can bypass and heat, and the heat is transferred to the coolant of the second circuit 22 in the second heat exchanger 12.

[0197] The following combinationFigure 5 The cooling liquid is taken as water as an example to illustrate the embodiments of the application.

[0198] Please refer to Figure 6 , Figure 7 The schematic diagram of the architecture of the thermal management system 400 is shown in FIG. 4. The main functions of the thermal management system 400 are mainly completed by switching the water circuit. The main connection relationship of the circuits is as follows:

[0199] 1) The low-temperature cooling water circuit. In the low-temperature cooling water circuit, the flow path of water is as follows: 1) the first water pump 62-battery device 100-multiple-way valve 50-second water pump 213-first heat exchanger 11-first three-way valve 212-multiple-way valve 50-first water pump 62; 2) the first water pump 62-battery device 100-two-way valve 61-first water pump 62; 3) the first water pump 62-battery device 100-multiple-way valve 50-second water pump 213-first heat exchanger 11-cold core 211-first three-way valve 212-multiple-way valve 50-first water pump 62.

[0200] Among them, by adjusting the valve opening position of the first three-way valve 212, the water flow into the battery device 100 and the cold core 211 can be adjusted, and then the cold quantity into the battery device 100 and the passenger compartment is adjusted so that the battery device 100 and the passenger compartment are kept within a reasonable temperature range. By adjusting the aperture size of the two-way valve 61, the water flow of the battery device 100 outflow to the inlet of the battery device 100 is adjusted, so that the water temperature into the battery device 100 is adjusted, and the water temperature into the battery device 100 is kept within a reasonable range.

[0201] 2) The high-temperature cooling water circuit. In the high-temperature cooling water circuit, the flow path of water is as follows: 1) the third water pump 223-second heat exchanger 12-warm core 221-multiple-way valve 50-third heat exchanger 41-multiple-way valve 50-fourth water pump 31-electric drive assembly 500-multiple-way valve 50-second three-way valve 222-third water pump 223; 2) the third water pump 223-second heat exchanger 12-warm core 221-second three-way valve 222-third water pump 223.

[0202] 3) The refrigerant circuit. In the refrigerant circuit, the flow path of refrigerant is as follows: 1) compressor 13-second heat exchanger 12-liquid storage tank 14-first expansion valve 15-first heat exchanger 11-compressor 13; 2) compressor 13-second expansion valve-first heat exchanger 11-compressor 13.

[0203] Please refer to Figures 2 to 7 In some embodiments, the thermal management system 400 can run the battery device 100 and the passenger compartment refrigeration mode. In this mode, the connection relationship of each circuit is as follows:

[0204] Battery device 100 and passenger cabin cooling water circuit: 1) first water pump 62-battery device 100-multi-way valve 50-second water pump 213-first heat exchanger 11-first three-way valve 212-multi-way valve 50-first water pump 62; 2) first water pump 62-battery device 100-two-way valve 61-first water pump 62; 3) first water pump 62-battery device 100-multi-way valve 50-second water pump 213-first heat exchanger 11-cold core 211-first three-way valve 212-multi-way valve 50-first water pump 62.

[0205] The low-temperature cold water from the first heat exchanger 11 is divided into two paths, one path flows through the cold core 211 to cool and dehumidify the air passing through the cold core 211, thereby cooling the passenger cabin, and the other path mixes the water from the first three-way valve 212 and the cold core 211, then flows through the multi-way valve 50 and mixes with the medium-temperature water from the battery device 100, and then enters the battery device 100 to cool the battery device 100.

[0206] The medium-temperature water from the battery device 100 is divided into two parts, one part enters the multi-way valve 50 and returns to the first heat exchanger 11 for re-precooling, and the other part passes through the two-way valve 61 and returns to the first water pump 62 to mix with the low-temperature water and then enters the battery device 100 for cooling, and the water temperature entering the battery device 100 is adjusted by the two-way valve 61.

[0207] High-temperature cooling water circuit: third water pump 223-second heat exchanger 12-warm core 221-multi-way valve 50-third heat exchanger 41-multi-way valve 50-fourth water pump 31-electric drive assembly 500-multi-way valve 50-second three-way valve 222-third water pump 223.

[0208] The heat released by the second heat exchanger 12 is dissipated in the third heat exchanger 41, then flows through the electric drive assembly 500, takes away the heat of the electric drive assembly 500, and returns to the second heat exchanger 12 to dissipate heat.

[0209] Refrigerant circuit 10: compressor 13-second heat exchanger 12-liquid storage tank 14-first expansion valve 15-first heat exchanger 11-compressor 13.

[0210] If the refrigeration capacity is excessive, the opening of the second expansion valve 16 can be adjusted to adjust the refrigerant inlet enthalpy value entering the first heat exchanger 11, so that the enthalpy value is reduced, the refrigeration capacity of the first heat exchanger 11 is reduced, and the excessive refrigeration capacity is avoided.

[0211] Please refer to Figure 8 In some embodiments, the thermal management system 400 can run a battery device 100 and passenger cabin heating mode, in which the connection relationship of each circuit is as follows:

[0212] Battery device 100 and passenger cabin heating water circuit: 1) third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 50 - first water pump 62 - battery device 100 - multi-way valve 50 - second three-way valve 222 - third water pump 223; 2) third water pump 223 - second heat exchanger 12 - warm core 221 - second three-way valve 222 - third water pump 223; 3) third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 50 - first water pump 62 - battery device 100 - two-way valve 61 - first water pump 62.

[0213] High-temperature hot water from the second heat exchanger 12 enters the warm core 221 to release heat and heat the passenger cabin. The high-temperature hot water from the warm core 221 is divided into two paths. One path flows through the multi-way valve 50 and mixes with the low-temperature water from the battery device 100 to reach the required temperature, then enters the battery device 100 to heat the battery device 100. The other part returns to the second three-way valve 222 and enters the second heat exchanger 12 through the third water pump 223 for reheating.

[0214] The relatively low-temperature hot water from the battery device 100 is partially returned to the first water pump 62 inlet through the two-way valve 61 to adjust the water temperature entering the battery device 100, and partially flows through the multi-way valve 50, the second three-way valve 222, and then enters the third water pump 223, and further enters the second heat exchanger 12 for reheating.

[0215] Low-temperature heat-absorbing water circuit: 1) first heat exchanger 11 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - fourth water pump 31 - electric drive assembly 500 - multi-way valve 50 - second water pump 213 - first heat exchanger 11; 2) first heat exchanger 11 - cold core 211 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - fourth water pump 31 - electric drive assembly 500 - multi-way valve 50 - second water pump 213 - first heat exchanger 11.

[0216] If the passenger cabin has dehumidification requirements, the first three-way valve 212 is adjusted to allow a portion of the water flowing from the first heat exchanger 11 to flow through the cold core 211 to dehumidify the passenger cabin.

[0217] Refrigerant circuit 10: compressor 13 - second heat exchanger 12 - liquid accumulator 14 - first expansion valve 15 - first heat exchanger 11 - compressor 13.

[0218] Please refer to ​ In some embodiments, the thermal management system 400 can operate in an electric drive and battery waste heat heat pump mode. In this mode, the connection relationship of each circuit is as follows:

[0219] Passenger cabin heating water loop: third water pump 223-second heat exchanger 12-warm core 221-multipass valve 50-second three-way valve 222-third water pump 223.

[0220] Low-temperature heat-absorbing water loop: 1) first heat exchanger 11-first three-way valve 212-multipass valve 50-fourth water pump 31-electric drive assembly 500-multipass valve 50-first water pump 62-battery device 100-multipass valve 50-second water pump 213-first heat exchanger 11; 2) first heat exchanger 11-cold core 211-first three-way valve 212-multipass valve 50-fourth water pump 31-electric drive assembly 500-multipass valve 50-first water pump 62-battery device 100-multipass valve 50-second water pump 213-first heat exchanger 11.

[0221] In the low-temperature heat-absorbing water loop, the low-temperature water from the first heat exchanger 11 absorbs the waste heat of the electric drive assembly 500 and the battery device 100 after passing through the electric drive assembly 500 and the battery device 100 respectively, and then returns to the first heat exchanger 11, and transfers heat to the refrigerant in the first heat exchanger 11. If the passenger cabin has dehumidification requirements, the first three-way valve 212 is adjusted, so that part of the water flowing out of the first heat exchanger 11 flows through the cold core 211 to dehumidify the passenger cabin.

[0222] Refrigerant loop 10: 1) compressor 13-second heat exchanger 12-liquid storage tank 14-first expansion valve 15-first heat exchanger 11-compressor 13; 2) compressor 13-second expansion valve 16-first heat exchanger 11-compressor 13.

[0223] In the refrigerant loop 10, if the heat demand of the passenger cabin is extremely small, and there is still excess heat when the rotation speed of the compressor 13 is the lowest, the second expansion valve 16 can be opened and the opening diameter of the second expansion valve 16 can be adjusted, so that the enthalpy of the refrigerant entering the first heat exchanger 11 is increased, and the heat absorption amount of the first heat exchanger 11 is effectively reduced, thereby reducing the minimum heating capacity of the thermal management system 400, and solving the problem of excess heat of the heat pump heating.

[0224] Please refer to ​ In some embodiments, the thermal management system 400 can run the third heat exchanger 41 heat pump and electric drive heat storage mode, in which the connection relationship of each loop is as follows:

[0225] Passenger cabin heating water loop: third water pump 223-second heat exchanger 12-warm core 221-multipass valve 50-second three-way valve 222-third water pump 223.

[0226] Low temperature heat absorption water loop: 1) first heat exchanger 11 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - multi-way valve 50 - first water pump 62 - first heat exchanger 11; 2) first heat exchanger 11 - cold core 211 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - multi-way valve 50 - first water pump 62 - first heat exchanger 11.

[0227] In the low temperature heat absorption water loop, the low temperature water from the first heat exchanger 11 passes through the third heat exchanger 41, absorbs ambient heat, and returns to the first heat exchanger 11, and transfers heat to the refrigerant in the first heat exchanger 11. If the passenger cabin has dehumidification requirements, the first three-way valve 212 is adjusted to make part of the water flowing out of the first heat exchanger 11 flow through the cold core 211 to dehumidify the passenger cabin.

[0228] Electric drive heat storage water loop: fourth water pump 31 - electric drive assembly 500 - multi-way valve 50 - fourth water pump 31.

[0229] Battery uniform temperature water loop: first water pump 62 - battery device 100 - multi-way valve 50 - first water pump 62.

[0230] Refrigerant loop 10: 1) compressor 13 - second heat exchanger 12 - liquid storage tank 14 - first expansion valve 15 - first heat exchanger 11 - compressor 13; 2) compressor 13 - second expansion valve 16 - first heat exchanger 11 - compressor 13.

[0231] In the refrigerant loop 10, if the heat demand of the passenger cabin is extremely small, and there is still excess heat when the compressor 13 has the lowest speed, the second expansion valve 16 can be opened and the opening diameter of the second expansion valve 16 is adjusted, so that the enthalpy of the refrigerant entering the first heat exchanger 11 is increased, effectively reducing the heat absorption amount of the first heat exchanger 11, thereby reducing the minimum heating capacity of the heat management system 400, and solving the problem of excess heat of the heat pump heating.

[0232] The heat management system 400 of the embodiment can realize the functions of heating the passenger cabin by the ambient heat pump (the third heat exchanger 41 absorbs ambient heat) and storing heat by the electric drive assembly 500, improve the low temperature heating efficiency of the heat management system 400, and reduce the range attenuation of the vehicle at low temperature.

[0233] Please refer to ​ In some embodiments, the heat management system 400 can run the third heat exchanger 41 heat pump and the electric drive heat heating battery mode, in which the connection relationship of each loop is as follows:

[0234] Passenger cabin heating water loop: third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 50 - second three-way valve 222 - third water pump 223.

[0235] Low temperature heat absorption water loop: 1) first heat exchanger 11 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - multi-way valve 50 - first water pump 62 - first heat exchanger 11; 2) first heat exchanger 11 - cold core 211 - first three-way valve 212 - multi-way valve 50 - third heat exchanger 41 - multi-way valve 50 - first water pump 62 - first heat exchanger 11.

[0236] In the low temperature heat absorption water loop, the low temperature water from the first heat exchanger 11 passes through the third heat exchanger 41, absorbs ambient heat, and returns to the first heat exchanger 11, and transfers heat to the refrigerant in the first heat exchanger 11. If there is a dehumidification requirement in the passenger cabin, the first three-way valve 212 is adjusted to allow a portion of the water flowing out of the first heat exchanger 11 to flow through the cold core 211 to dehumidify the passenger cabin.

[0237] Electric drive heat battery heating loop: fourth water pump 31 - electric drive assembly 500 - multi-way valve 50 - first water pump 62 - battery device 100 - multi-way valve 50 - fourth water pump 31.

[0238] Refrigerant loop 10: 1) compressor 13 - second heat exchanger 12 - liquid accumulator 14 - first expansion valve 15 - first heat exchanger 11 - compressor 13; 2) compressor 13 - second expansion valve 16 - first heat exchanger 11 - compressor 13.

[0239] In the refrigerant loop 10, if the heat requirement of the passenger cabin is extremely small, and there is still excess heat when the compressor 13 is at the lowest speed, the second expansion valve 16 can be opened and the opening diameter of the second expansion valve 16 can be adjusted to increase the enthalpy of the refrigerant entering the first heat exchanger 11, effectively reducing the heat absorption of the first heat exchanger 11, thereby reducing the minimum heating capacity of the thermal management system 400 and solving the problem of excess heat of the heat pump heating.

[0240] The thermal management system 400 of the embodiment can realize the function of heating the passenger cabin by the ambient heat pump (the third heat exchanger 41 absorbs ambient heat) and heating the battery device 100 by electric drive heat, improve the low temperature heating efficiency of the thermal management system 400, and reduce the range attenuation of the vehicle at low temperature.

[0241] Please refer to ​ In some embodiments, the thermal management system 400 can run the electric drive heating battery and hot gas bypass heating passenger cabin mode, in which the connection relationship of each loop is as follows:

[0242] Passenger cabin heating water loop: third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 50 - second three-way valve 222 - third water pump 223.

[0243] Electric drive heat heat battery circuit: fourth water pump 31-electric drive assembly 500-multi-way valve 50-first water pump 62-battery device 100-multi-way valve 50-fourth water pump 31.

[0244] Refrigerant circuit 10: 1) compressor 13-second heat exchanger 12-accumulator 14-first expansion valve 15-first heat exchanger 11-compressor 13; 2) compressor 13-second expansion valve 16-first heat exchanger 11-compressor 13.

[0245] Wherein, the first heat exchanger 11 water side without water flow, the first heat exchanger 11 does not absorb heat, by adjusting the refrigerant flow distribution of the second expansion valve 16(bypass valve) and the first expansion valve 15, the system low pressure in the appropriate range to realize the compressor 13 hot gas bypass heating, and the heat is transferred to the water in the second heat exchanger 12 to heat the passenger compartment.

[0246] In ​ , the gray line represents no cooling liquid, refrigerant flow, or cooling liquid, refrigerant does not flow.

[0247] Secondly, please refer to ​ , the application provides a kind of vehicle 1000, vehicle 1000 includes the heat management system 400 of any of the above embodiments.

[0248] Vehicle 1000 can include but not limited to range-extending car, pure electric car, hybrid car.

[0249] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application, and they should be covered in the scope of the claims and description of the present application. Especially, as long as there is no structural conflict, each technical feature mentioned in each embodiment can be combined in any way. The present application is not limited to the specific embodiments disclosed in the text, but includes all technical solutions falling within the scope of the claims.

Claims

1. A thermal management system for a vehicle, characterized by, The heat management system comprises: a refrigerant circuit comprising a first heat exchanger and a second heat exchanger; a passenger compartment circuit comprising a first circuit comprising a cold core for cooling a passenger compartment and a second circuit comprising a warm core for heating the passenger compartment, the refrigerant circuit being configured to exchange heat with the first circuit via the first heat exchanger and with the second circuit via the second heat exchanger; an electric drive circuit configured to exchange heat with an electric drive assembly; a heat dissipation circuit comprising a third heat exchanger; a multi-way valve connecting the first circuit, the second circuit, the electric drive circuit and the heat dissipation circuit, the multi-way valve being configured to connect the electric drive circuit in series and to at least one of: connect the electric drive circuit and the heat dissipation circuit in communication with the first circuit and exchange heat with the environment via the third heat exchanger; connect the electric drive circuit and the heat dissipation circuit in communication with the second circuit and exchange heat with the environment via the third heat exchanger.

2. The thermal management system of claim 1, wherein, The multi-way valve is configured to at least one of: connect the heat dissipation circuit in communication with the first circuit; connect the second circuit in series; connect the heat dissipation circuit in series.

3. The thermal management system of claim 1 or 2, wherein, The heat management system comprises a battery circuit configured to exchange heat with a battery assembly, the multi-way valve being configured to at least one of: connect the battery circuit in communication with the first circuit; connect the battery circuit in communication with the second circuit; connect the battery circuit in communication with the first circuit and the electric drive circuit; connect the battery circuit in series; connect the battery circuit in communication with the electric drive circuit.

4. The thermal management system of claim 3, wherein, The battery circuit comprises a two-way valve having one end connected to an inlet of the battery assembly and the other end connected to an outlet of the battery assembly.

5. The thermal management system of claim 3, wherein, The battery circuit comprises a first water pump configured to provide flow power to a coolant of the battery circuit.

6. The thermal management system of claim 1 or 2, wherein, The first circuit comprises a first three-way valve connected to the multi-way valve, the cold core and the first heat exchanger, the first three-way valve being configured to cause the coolant of the first circuit to flow into the cold core and not to flow into the cold core.

7. The thermal management system of claim 1 or 2, wherein, The first circuit comprises a second water pump configured to provide flow power to the coolant of the first circuit.

8. The thermal management system of claim 1 or 2, wherein, The second circuit comprises a second three-way valve connected to the multi-way valve, the warm core and the second heat exchanger, the second three-way valve being configured to adjust the temperature of the coolant flowing into the warm core.

9. The thermal management system of claim 1 or 2, wherein, The second circuit comprises a third water pump configured to provide flow power to the coolant of the second circuit.

10. The thermal management system of claim 1 or 2, wherein, The electric drive circuit comprises a fourth water pump configured to provide flow power to the coolant of the electric drive circuit.

11. The thermal management system of claim 1 or 2, wherein, The refrigerant circuit comprises a compressor, a first expansion valve and a second expansion valve, the compressor, the second heat exchanger, the first expansion valve and the first heat exchanger being connected in series, one end of the second expansion valve being connected to a pipeline between the compressor and the second heat exchanger, the other end being connected to a pipeline between the first heat exchanger and the first expansion valve.

12. A vehicle characterized by comprising: A thermal management system comprising the heat management system of any of claims 1-11.

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