Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. The thermal management system includes a refrigerant circuit including a first heat exchanger and a second heat exchanger, the refrigerant circuit configured to transfer heat using a refrigerant; the passenger compartment loop comprises a first loop and a second loop, the first loop comprises a cold core, and the second loop comprises a warm core; an electrical component loop configured to exchange heat with an electrical component; a multi-way valve connecting the first circuit, the second circuit, and the electrical component circuit, the multi-way valve being configured to communicate the first circuit with the electrical component circuit, and to communicate the second circuit with the electrical component circuit; wherein the passenger compartment loop and the electrical component loop are configured to transfer heat through cooling liquid, the cooling liquid of the first loop exchanges heat with a refrigerant through the first heat exchanger, and the cooling liquid of the second loop exchanges heat with the refrigerant through the second heat exchanger. According to the thermal management system, the problem that the use scene of the thermal management system is limited is solved while the safety is improved.

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] In the related art, a vehicle has a thermal management system, which can cool, heat, etc. a heat generating component (such as a battery, a driving assembly), so as to make the heat generating component work in a suitable temperature range. At present, the thermal management system directly transmits heat to a heat exchanger of a passenger cabin through a refrigerant. However, since the refrigerant may enter the passenger cabin after leakage and cause use accidents, such a thermal management system cannot use flammable refrigerants, resulting in limited use scenarios of the thermal management system. 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 of limited use scenarios of the thermal management system.

[0004] In a first aspect, the present application provides a thermal management system for a vehicle, the thermal management system comprising:

[0005] a refrigerant circuit comprising a first heat exchanger and a second heat exchanger, the refrigerant circuit being configured to transmit heat using a refrigerant;

[0006] a passenger cabin circuit comprising a first circuit and a second circuit, the first circuit comprising a cold core, and the second circuit comprising a warm core;

[0007] an electrical component circuit configured to exchange heat with an electrical component;

[0008] a multi-way valve connected to the first circuit, the second circuit and the electrical component circuit, the multi-way valve being configured to communicate the first circuit with the electrical component circuit, and to communicate the second circuit with the electrical component circuit;

[0009] wherein the passenger cabin circuit and the electrical component circuit are configured to transmit heat using a coolant, the coolant of the first circuit exchanges heat with the refrigerant through the first heat exchanger, and the coolant of the second circuit exchanges heat with the refrigerant through the second heat exchanger.

[0010] In the heat management system, the passenger cabin circuit and the electrical component circuit are configured to transfer heat using the coolant, the coolant of the first circuit exchanges heat with the refrigerant through the first heat exchanger, and the coolant of the second circuit exchanges heat with the refrigerant through the second heat exchanger. Therefore, the cold core can exchange heat with the coolant of the first circuit, and the warm core can exchange heat with the coolant of the second circuit, so that the airflow before entering the passenger cabin can not pass through the first heat exchanger and the second heat exchanger, and the path of the refrigerant directly entering the passenger cabin is cut off. After the refrigerant leaks at the first heat exchanger and the second heat exchanger, the refrigerant will not directly enter the passenger cabin, and even in the case of leakage of flammable refrigerant, the use accident of the passenger cabin is avoided to some extent, thereby improving the safety and solving the problem of limited use scenarios of the heat management system.

[0011] In some embodiments, the electrical component includes a battery device, the electrical component circuit includes a battery device circuit, and the multi-way valve is configured to at least one of:

[0012] communicate the first circuit with the battery device circuit to cool the battery device and the passenger cabin;

[0013] communicate the second circuit with the battery device circuit to heat the battery device and the passenger cabin;

[0014] communicate the battery device circuit by itself;

[0015] communicate the first circuit by itself to cool the passenger cabin;

[0016] communicate the second circuit by itself to heat the passenger cabin.

[0017] In the above embodiments, different heat management modes of the battery device and the passenger cabin can be realized by different configuration states of the multi-way valve.

[0018] In some embodiments, the electrical component includes an electric drive assembly, the electrical component circuit includes an electric drive assembly circuit, and the electric drive assembly circuit includes a low-temperature radiator, and the multi-way valve is configured to at least one of:

[0019] communicate the electric drive assembly circuit with the second circuit through the low-temperature radiator to cool the electric drive assembly;

[0020] communicate the electric drive assembly circuit with the first circuit through the low-temperature radiator to heat the passenger cabin using heat of the electric drive assembly and the environment;

[0021] communicate the electric drive assembly circuit with the battery device circuit without passing through the low-temperature radiator to heat the battery device using heat of the electric drive assembly;

[0022] communicate the heat of the battery device and the electric drive assembly to the refrigerant circuit through the low-temperature radiator.

[0023] communicate the heat of the electric drive assembly to the refrigerant circuit through the low-temperature radiator.

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

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

[0027] In some embodiments, the battery device circuit comprises a first water pump configured to provide flow power to the coolant of the battery device 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 to the multi-way valve, the cold core and the first heat exchanger, the first three-way valve being configured to make the coolant flow into the cold core and not flow into the cold core.

[0030] In the above embodiments, the coolant flowing out of the first heat exchanger can be made to flow into the cold core and not flow into the cold core by the first three-way valve.

[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 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.

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

[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 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 a pipeline between the compressor and the second heat exchanger, and the other end is connected with a pipeline between the first heat exchanger and the first expansion valve.

[0038] In the above embodiments, the heating capacity of the refrigerant circuit and the bypass heating are adjusted by the second expansion valve.

[0039] In a second aspect, the application provides a vehicle comprising the heat management system of any of the above embodiments.

[0040] The above description is only a summary of the technical solutions of the application. In order to make the technical means of the application more clear, the application can be implemented according to the content of the description, and in order to make the above and other purposes, characteristics and advantages of the application more obvious and easy to understand, the following specific embodiments of the application are described. BRIEF DESCRIPTION OF DRAWINGS

[0041] 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 preferred embodiments, and are not meant to limit the present application. Furthermore, the same reference numerals are used throughout the several views to denote the same or similar parts. In the drawings:

[0042] Figure 1 Structure diagram of the heat management system of some embodiments of the application;

[0043] Figures 2 to 8 Circuit connection diagram of the heat management system of some embodiments of the application in different modes;

[0044] Figure 9 Structure diagram of the vehicle of some embodiments of the application.

[0045] Reference numerals in the detailed description are as follows:

[0046] Vehicle 1000;

[0047] Battery device 100, controller 200, motor 300, heat management system 400, electric drive assembly 500;

[0048] Refrigerant circuit 10, first heat exchanger 11, second heat exchanger 12, compressor 13, liquid accumulator 14, first expansion valve 15, second expansion valve 16;

[0049] Passenger compartment 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;

[0050] Electrical component circuit 30, multi-way valve 40;

[0051] Battery device circuit 50, two-way valve 51, first water pump 52;

[0052] Electric drive assembly circuit 60, low-temperature radiator 61. DETAILED DESCRIPTION

[0053] The embodiments of the present application will be described in detail with reference to the drawings. The following examples are only used to more clearly illustrate the technical scheme of the present application, and therefore only serve as examples, and cannot limit the protection scope of the present application.

[0054] 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 terminology used in the specification herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application; the terms "comprising" and "having," and any variations thereof, as used in the specification and claims herein, are intended to cover not only the recited elements but also any additional elements.

[0055] 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.

[0056] Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearance of the phrase in various places in the specification does not necessarily all refer to the same embodiment, nor is it necessarily independent or alternative embodiments to each other. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0057] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of 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 that the front and rear associated objects are a "or" relationship.

[0058] 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).

[0059] 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 based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do 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.

[0060] 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 in a broad sense, 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 meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

[0061] If not specifically stated, all embodiments and optional embodiments of the present application can be combined with each other to form new technical solutions.

[0062] If not specifically stated, all technical features and optional technical features of the present application can be combined with each other to form new technical solutions.

[0063] Please refer to Figure 9 , Figure 9A 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, for example, at the bottom, front or rear of the vehicle 1000. The battery device 100 can be provided with a thermal management system. The battery device 100 can be used to power the vehicle 1000, for example, as the operating power source 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. The temperature adjustment can include 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 requirements of driving and users.

[0064] The vehicle 1000 can also include a controller 200 and a motor 300. The controller 200 can be used to control the power supply of the battery device 100 to the motor 300. The battery device 100 can be used for starting and navigating the vehicle 1000. Of course, the battery device 100 can also be used to drive the vehicle 1000 to replace or partially replace fuel or natural gas as the driving energy source of the vehicle 1000.

[0065] In the related art, the vehicle has a thermal management system that can cool, heat, etc. the heat-generating components (such as the battery device, the drive assembly) to make the heat-generating components work in a suitable temperature range. Currently, the thermal management system directly transfers heat to the heat exchanger of the passenger compartment through the refrigerant. However, since the refrigerant may leak into the passenger compartment and cause accidents, such a thermal management system cannot use flammable refrigerants, resulting in limited use scenarios of the thermal management system.

[0066] To solve the problem of limited use scenarios of the thermal management system, the present application provides a thermal management system for a vehicle. The thermal management system includes a refrigerant circuit, a passenger compartment circuit, an electrical component circuit and a multi-way valve. The refrigerant circuit includes a first heat exchanger and a second heat exchanger, and is configured to transfer heat using a refrigerant. The passenger compartment circuit includes a first circuit and a second circuit, the first circuit includes a cold core, and the second circuit includes a warm core. The electrical component circuit is configured to exchange heat with an electrical component. The multi-way valve connects the first circuit, the second circuit and the electrical component circuit, and is configured to communicate the first circuit with the electrical component circuit and to communicate the second circuit with the electrical component circuit. The passenger compartment circuit and the electrical component circuit are configured to transfer heat using a coolant, the coolant of the first circuit exchanges heat with the refrigerant through the first heat exchanger, and the coolant of the second circuit exchanges heat with the refrigerant through the second heat exchanger.

[0067] In the technical solution of the embodiment of the present application, the passenger cabin circuit and the electrical component circuit are configured to transfer heat by using the coolant, the coolant of the first circuit exchanges heat with the refrigerant through the first heat exchanger, and the coolant of the second circuit exchanges heat with the refrigerant through the second heat exchanger. Therefore, the cold core can exchange heat with the coolant of the first circuit, and the warm core can exchange heat with the coolant of the second circuit, so that the airflow before entering the passenger cabin can not pass through the first heat exchanger and the second heat exchanger, and the path of the refrigerant directly entering the passenger cabin is cut off. After the refrigerant leaks at the first heat exchanger and the second heat exchanger, the refrigerant will not directly enter the passenger cabin, and even in the case of leakage of flammable refrigerant, the use accident of the passenger cabin is avoided to some extent, thereby improving the safety and solving the problem of limited use scenarios of the thermal management system.

[0068] 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 hybrid connection through a busbar component.

[0069] In some embodiments, the battery cell assembly is generally formed by arranging a plurality of battery cells.

[0070] As an example, the battery cell assembly can be a battery module formed by arranging and fixing a plurality of battery cells into an independent module. As an example, the battery module can be formed by bundling a plurality of battery cells with a cable tie.

[0071] In some embodiments, the battery apparatus can be a battery pack including a box and one or more battery cell assemblies accommodated in the box.

[0072] As an example, the battery cell assembly can be a battery module, and the battery cell assembly can be accommodated in the box by fixing the battery module in the box.

[0073] As an example, the battery cell assembly can also be accommodated in the box by directly fixing a plurality of battery cells in the box.

[0074] As an example, the box can include a first box and a second box. The first box and the second box are buckled to form a closed space inside the box to accommodate the battery cell assembly. Here, closed means covered or closed, which can be sealed or unsealed. The first box can be a top cover or a bottom plate.

[0075] As an example, the box can include a top cover, a frame, and a bottom plate. The top cover and the bottom plate are connected with the frame, respectively, so that an enclosed space is formed inside the box to accommodate the battery cell assembly.

[0076] In some embodiments, the box can be part of a chassis structure of the vehicle. For example, part of the box can be at least part of a floor of the vehicle, or part of the box can be at least part of a cross beam and a longitudinal beam of the vehicle.

[0077] In the first aspect, according to some embodiments of the present application, please refer to Figure 1 The heat management system 400 provided by the present application is used in the vehicle 1000. The heat management system 400 includes a refrigerant circuit 10, a passenger compartment circuit 20, an electrical component circuit 30, and a multi-way valve 40. The refrigerant circuit 10 includes a first heat exchanger 11 and a second heat exchanger 12, and the refrigerant circuit 10 is configured to transfer heat using a refrigerant. The passenger compartment circuit 20 includes a first circuit 21 and a second circuit 22, the first circuit 21 includes a cold core 211, and the second circuit 22 includes a warm core 221. The electrical component circuit 30 is configured to exchange heat with an electrical component. The multi-way valve 40 is connected to the first circuit 21, the second circuit 22, and the electrical component circuit 30, and the multi-way valve 40 is configured to communicate the first circuit 21 with the electrical component circuit 30 and to communicate the second circuit 22 with the electrical component circuit 30.

[0078] The passenger compartment circuit 20 and the electrical component circuit 30 are configured to transfer heat using a coolant, the coolant of the first circuit 21 exchanges heat with the refrigerant through the first heat exchanger 11, and the coolant of the second circuit 22 exchanges heat with the refrigerant through the second heat exchanger 12.

[0079] Specifically, the refrigerant circuit 10 is provided with a refrigerant, and the refrigerant can absorb and release heat when flowing in the refrigerant circuit 10. The refrigerant includes but is not limited to alkane, tetrafluoroethane, freon, propane (R290), isobutane, etc., and the present application does not limit this.

[0080] Optionally, please refer to Figure 1 The refrigerant circuit 10 includes a compressor 13, a second heat exchanger 12, a liquid storage tank 14, a first expansion valve 15, and a first heat exchanger 11, which are connected in sequence to form a heat pump system. When the heat pump system is working, the compressor 13 can suck in gaseous refrigerant, which is compressed by the compressor 13 to become superheated vapor with high temperature and high pressure. The superheated vapor then enters the second heat exchanger 12, and the superheated vapor releases heat to the coolant of the second circuit 22 connected to the second heat exchanger 12 in the second heat exchanger 12, and the temperature of the coolant of the second circuit 22 rises. The superheated vapor condenses into liquid with low temperature and high pressure.

[0081] The liquid receiver 14 can replenish liquid refrigerant to the refrigerant circuit 10 and store liquid refrigerant in the refrigerant circuit 10.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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 to achieve hot gas bypass heating of the compressor 13, and the heat is transferred in the second heat exchanger 12 to the coolant of the second circuit 22.

[0087] The first heat exchanger 11 may include, but is not limited to, a plate heat exchanger (chiller). The second heat exchanger 12 may include, but is not limited to, a water-cooled condenser (WCC).

[0088] The passenger compartment circuit 20 and the electrical component circuit 30 are configured to transfer heat using the coolant. When the passenger compartment circuit 20 and the electrical component circuit 30 are in operation, the coolant flows in the circuits, so that the heat of the coolant can be transferred to the components of the circuits, or the coolant can absorb the heat of the components of the circuits. The components of the circuits include, but are not limited to, the cold core 211, the warm core 221, and the electrical components, etc.

[0089] During the flow of the coolant, the phase change of the coolant does not substantially occur. When the 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), etc.

[0090] The coolant of the first circuit 21 exchanges heat with the refrigerant through the first heat exchanger 11. In an 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.

[0091] 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, so that the passenger compartment and / or the electrical components can be heated. The refrigerant obtains the cold of the coolant.

[0092] Since the refrigerant exchanges heat with the coolant of the first circuit 21 through the first heat exchanger 11 and exchanges heat with the coolant of the second circuit 22 through the second heat exchanger 12, the heat management system 400 of the secondary circuit is realized. In the heat management system 400 of the secondary circuit, since the refrigerant exchanges heat with the coolant through the first heat exchanger and the second heat exchanger, the temperature of the passenger compartment can be 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 the flammable refrigerant directly entering the passenger compartment can be cut off, so that the application of the flammable refrigerant on the passenger car becomes possible, and the safety of the whole vehicle is improved.

[0093] 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 the specific temperature or temperature range.

[0094] Optionally, in an embodiment, the thermal management system 400 can include an air conditioning box, the air conditioning box includes the cold core 211, the warm core 221 and the temperature damper, the air flow blown into the passenger cabin passes through the cold core 211 first, and the temperature damper can control the on-off and flow of the air flow flowing to the warm core 221. Specifically, when the temperature damper closes the air duct where the warm core 221 is located, the air flow flowing out after passing through the cold core 211 does not flow into the warm core 221, but flows into the passenger cabin. When the temperature damper opens the air duct where the warm core 221 is located, the air flow flowing out after passing through the cold core 211 flows into the warm core 221, and then flows into the passenger cabin. The temperature damper can also control the flow of the air flow 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 adjusted.

[0095] In an embodiment of the present application, whether the air flow flows through the warm core 221 can be controlled by the temperature damper, and when the air flow flows through the warm core 221, the passenger cabin 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°C and the temperature on the co-driver side is set to 25°C, the air in the air conditioning box that is cooled after passing through the cold core 211 does not pass through the warm core 221 on the driver side and is directly blown to the passenger cabin, and on the co-driver side, the air is heated by the warm core 221 and then blown to the passenger cabin, thereby realizing different temperatures on the two sides. Whether the air flow on the two sides flows through the warm core 221 is realized by the temperature damper. The electrical component circuit 30 is configured to exchange heat with the electrical components, so that the temperature of the electrical components can be adjusted. The electrical components are components that work with electricity. The electrical components include but are not limited to the battery device 100, the electric drive assembly 500, the generator, the engine and the like. The electric drive assembly 500 includes a motor, a reducer, a gearbox, an electric drive controller and the like, 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.

[0096] The multi-way valve 40 is a fluid control device that can control the flow and direction of multiple input and output pipes at the same time. The multi-way valve 40 usually uses a ball valve or a rotary guide valve to control and adjust the fluid. In the working process, the connection state of the fluid passage is changed by rotating the valve core, so as to realize the mutual connection and control of multiple fluid pipes. The multi-way valve 40 has multiple connection ports, and the first circuit 21, the second circuit 22 and the electrical component circuit 30 can be connected to the corresponding connection ports, so as to be connected to the multi-way valve 40.

[0097] By changing the configuration state of the multi-way valve 40, the different connection ports are connected to each other through the passages in the multi-way valve 40, so that one circuit is connected to another circuit, so that the coolant is in different circuits, and the heat transfer is realized.

[0098] Optionally, in an embodiment, when the configuration state of the multi-way valve 40 makes the first circuit 21 communicate with the electrical component circuit 30, the 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, and the low-temperature cooling liquid flows to the cold core 211 to form the low-temperature cold core 211. When the air flow flows through the low-temperature cold core 211, the low-temperature air flow is formed, and the low-temperature air flow flows into the passenger compartment to cool the passenger compartment, thereby achieving the refrigeration of the passenger compartment. The cooling liquid flowing out of the cold core 211 can flow into the electrical component circuit 30 to cool the electrical components to form high-temperature cooling liquid, and the high-temperature cooling liquid exchanges heat with the first heat exchanger 11 again to form low-temperature cooling liquid, thereby forming a circulating flow.

[0099] Optionally, in an embodiment, when the configuration state of the multi-way valve 40 makes the second circuit 22 communicate with the electrical component circuit 30, the second heat exchanger 12 can transfer heat of the refrigerant to the cooling liquid of the second circuit 22 to form high-temperature cooling liquid, and the high-temperature cooling liquid flows to the warm core to form the high-temperature warm core. When the temperature damper closes the air duct in which the warm core 221 is located, no air flow flows into the high-temperature warm core 221, and the high-temperature warm core 221 does not affect the temperature of the passenger compartment; when the temperature damper opens the air duct in which the warm core 221 is located, the air flow can flow into the high-temperature warm core 221 to form high-temperature air flow, and the high-temperature air flow flows into the passenger compartment to heat the passenger compartment, thereby achieving the heating of the passenger compartment. The cooling liquid flowing out of the warm core 221 can flow into the electrical component circuit 30 to exchange heat with the electrical components, and the cooled cooling liquid exchanges heat with the second heat exchanger 12 again to form high-temperature cooling liquid, thereby forming a circulating flow.

[0100] The configuration state of the multi-way valve 40 can refer to the state that any one connection port communicates or does not communicate with another connection port, when the two connection ports communicate, the cooling liquid can flow from the connection port to another connection port inside the multi-way valve 40; when the two connection ports do not communicate, the cooling liquid cannot flow from the connection port to another connection port inside the multi-way valve 40.

[0101] In the above-mentioned thermal management system 400, the passenger compartment circuit 20 and the electrical component circuit 30 are configured to transfer heat by using cooling liquid, the cooling liquid of the first circuit 21 exchanges heat with the refrigerant through the first heat exchanger 11, and the cooling liquid of the second circuit 22 exchanges heat with the refrigerant through the second heat exchanger 12. Therefore, the cold core 211 can exchange heat with the cooling liquid of the first circuit 21, and the warm core 221 can exchange heat with the cooling liquid of the second circuit 22, so that the air flow entering the passenger compartment can not pass through the first heat exchanger 11 and the second heat exchanger 12, and the path of the refrigerant directly entering the passenger compartment is cut off. After the refrigerant leaks at the first heat exchanger 11 and the second heat exchanger 12, the refrigerant will not directly enter the passenger compartment, and even in the case of leakage of flammable refrigerant, the use accident of the passenger compartment is avoided to some extent, thereby improving the safety and solving the problem that the use scene of the thermal management system 400 is limited.

[0102] According to some embodiments of the present application, optionally, in combination with Figures 1 to 8 , the electrical component includes a battery device 100, the electrical component circuit 30 includes a battery device circuit 50, and the multi-way valve 40 is configured to implement at least one of:

[0103] communicate the first circuit 21 with the battery device circuit 50 to cool the battery device 100 and the passenger cabin ( Figure 2 ) ;

[0104] communicate the second circuit 22 with the battery device circuit 50 to heat the battery device 100 and the passenger cabin ( Figure 4 ) ;

[0105] communicate the battery device circuit 50 from the communication ( Figure 3 , Figure 5 , Figure 8 ) ;

[0106] communicate the first circuit 21 from the communication to cool the passenger cabin ( Figure 3 ) ;

[0107] communicate the second circuit 22 from the communication to heat the passenger cabin ( Figure 5 、 Figure 6 、 Figure 7 and Figure 8 ).

[0108] In the above embodiments, different thermal management modes of the battery device 100 and the passenger cabin can be achieved by different configuration states of the multi-way valve 40.

[0109] Optionally, in an embodiment, the thermal management system 400 has a battery device 100 and passenger cabin cooling mode ( Figure 2 ), a battery device 100 and passenger cabin heating mode ( Figure 4 ), a battery device 100 uniform temperature mode ( Figure 3 and Figure 5 ), a passenger cabin cooling mode ( Figure 3 ), a passenger cabin heating mode ( Figure 5 、 Figure 6 and Figure 7 ) and a hot gas bypass heating passenger cabin mode ( Figure 8 ). The thermal management system 400 can include a controller, which can be electrically connected with the multi-way valve 40 for controlling the configuration state of the multi-way valve 40. The controller of the thermal management system 400 and the controller of the vehicle 1000 can be the same controller or different controllers, which is not limited in the present application.

[0110] In the embodiment shown in the figure, as an example, the multi-way valve 40 has 9 connection ports, respectively A, B, C, D, E, F, G, H, I. The multi-way valve 40 is configured to implement:

[0111] communicate with the battery device circuit 50 to cool the battery device 100 and the passenger cabin;

[0112] communicate with the battery device circuit 50 to heat the battery device 100 and the passenger cabin;

[0113] communicate with the battery device circuit 50;

[0114] communicate with the battery device circuit 50 to cool the passenger cabin;

[0115] communicate with the battery device circuit 50 to heat the passenger cabin.

[0116] 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 40 can also be reduced or increased accordingly to meet the different heat management mode requirements of the heat management system 400.

[0117] 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.

[0118] Please refer to Figure 6 In the battery device 100 and passenger cabin cooling mode, the configuration state of the multi-way valve 40 is that the A connection port communicates with the I connection port, and the B connection port communicates with the H connection port, so as to communicate the first circuit 21 with the battery device circuit 50 to cool the battery device 100 and the passenger cabin. 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 cabin to cool the passenger cabin, achieving the cooling of the passenger cabin. 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 device circuit 50 through the B connection port and the H 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 I connection port and the A connection port, and then exchanges heat with the first heat exchanger 11 again.

[0119] Please refer to Figures 1 to 8In the battery device 100 and the passenger compartment heating mode, the configuration state of the multi-way valve 40 is that the C connection port communicates with the I connection port, and the D connection port communicates with the H connection port, so that the second circuit 22 communicates with the battery device circuit 50 to heat the battery device 100 and the passenger compartment. The coolant of the second circuit 22 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 to form a high-temperature warm core 221, the high-temperature warm core 221 warms the airflow flowing through it to form a high-temperature airflow, and the high-temperature airflow is blown into the passenger compartment to heat the passenger compartment, thereby achieving the heating of the passenger compartment. The coolant flowing out of the warm core 221 can flow to the D connection port. The high-temperature coolant can flow into the battery device circuit 50 through the D connection port and the H connection port to heat the battery device 100. The coolant flowing out of the battery device 100 returns to the second circuit 22 through the I connection port and the C connection port, and then exchanges heat with the second heat exchanger 12 again.

[0120] When the passenger compartment heating has dehumidification requirements, the low-temperature coolant can flow through the cold core 211 to form a low-temperature cold core 211, and the airflow first flows through the low-temperature cold core 211 to dehumidify and cool the airflow. The cooled and dehumidified airflow can flow to the high-temperature warm core 221 to heat the airflow to form a high-temperature dry airflow, and the high-temperature dry airflow flows into the passenger compartment.

[0121] Please refer to Figure 2 and Figure 3 In the battery device 100 uniform heating mode, the configuration state of the multi-way valve 40 is that the H connection port communicates with the I connection port, so that the battery device circuit 50 is self-connected. When the battery device circuit 50 is working, the coolant in the battery device circuit 50 can circulate in the battery device circuit 50 through the H and I connection ports connected by the multi-way valve 40, thereby achieving the uniform heating of the battery device 100.

[0122] Please refer to Figure 4 , the configuration state of the multi-way valve 40 is that the H connection port communicates with the I connection port, so that the battery device circuit 50 is self-connected. When the battery device circuit 50 is not working, the coolant in the battery device circuit 50 can stay in the battery device circuit 50 through the H and I connection ports connected by the multi-way valve 40.

[0123] Please refer to Figure 5 In the passenger compartment cooling mode, the configuration state of the multi-way valve 40 is that the A connection port communicates with the B connection port, so that the first circuit 21 is self-connected to cool the passenger compartment. When the first circuit 21 is working, the low-temperature coolant flows out of the first heat exchanger 11 and flows to the cold core 211 to form a low-temperature cold core 211, thereby achieving the cooling of the passenger compartment. The coolant in the first circuit 21 circulates in the first circuit 21 through the A and B connection ports connected by the multi-way valve 40.

[0124] Please refer to Figure 6 , Figure 7 ,Figure 8 and Figure 2 In the hot gas bypass heating the passenger cabin mode, the configuration state of the multi-way valve 40 is that the C port and the D port are communicated, so that the second circuit 22 is communicated for heating the passenger cabin. When the second circuit 22 works, the high-temperature coolant flows out from the second heat exchanger 12 and flows to the warm core 221, forming a high-temperature warm core 221, so as to realize the heating of the passenger cabin. The coolant in the second circuit 22 circulates in the second circuit 22 through the C and D ports of the multi-way valve 40. In addition, in Figure 4 , the second expansion valve 16 of the refrigerant circuit 10 can be opened to realize the bypass branch of the heat pump system for heating the passenger cabin.

[0125] In other embodiments, the multi-way valve 40 is configured to realize any one, any two, any three or any four of the following:

[0126] communicate the first circuit 21 with the battery device circuit 50 to cool the battery device 100 and the passenger cabin;

[0127] communicate the second circuit 22 with the battery device circuit 50 to heat the battery device 100 and the passenger cabin;

[0128] communicate the battery device circuit 50 by itself;

[0129] communicate the first circuit 21 by itself to cool the passenger cabin;

[0130] communicate the second circuit 22 by itself to heat the passenger cabin.

[0131] In this application, the communication by itself means that the circuit realizes that the coolant in the circuit stays in the circuit without flowing to other circuits through the two ports of the multi-way valve 40. When the circuit does not work, the coolant in the circuit does not flow; when the circuit works, the coolant in the circuit circulates in the circuit through the two ports of the multi-way valve 40.

[0132] According to some embodiments of the present application, optionally, please refer to Figure 3 , the electrical components include an electric drive assembly 500, the electrical component circuit 30 includes an electric drive assembly circuit 60, the electric drive assembly circuit 60 includes a low-temperature radiator 61 (LTR), and the multi-way valve 40 is configured to realize at least one of the following:

[0133] communicate the electric drive assembly circuit 60 with the second circuit 22 through the low-temperature radiator 61 to cool the electric drive assembly 500 Figure 5 and Figure 3 ;

[0134] The electric drive assembly circuit 60 is communicated with the first circuit 21 through the low-temperature radiator 61 to heat the passenger cabin using the heat of the electric drive assembly 500 and the environment Figure 5 and Figure 6 );

[0135] The electric drive assembly circuit 60 is not communicated with the battery device circuit 50 through the low-temperature radiator 61 to heat the battery device 100 using the heat of the electric drive assembly 500 Figure 7 );

[0136] The electric drive assembly circuit 60 is not communicated with the first circuit 21 and the battery device circuit 50 through the low-temperature radiator 61 to transfer the heat of the battery device 100 and the electric drive assembly 500 to the refrigerant circuit 10 Figure 8 );

[0137] The electric drive assembly circuit 60 is not communicated with the first circuit 21 through the low-temperature radiator 61 to transfer the heat of the electric drive assembly 500 to the refrigerant circuit 10 Figure 2 )。

[0138] In the above embodiments, different heat management modes of the battery device 100, the electric drive assembly 500 and the passenger cabin can be realized by different configuration states of the multi-way valve 40.

[0139] Optionally, in an embodiment, the heat management system 400 has a battery device 100 and passenger cabin refrigeration mode Figure 3 ), a battery device 100 and passenger cabin heating mode Figure 2 ), a battery device 100 uniform temperature mode Figure 3 and Figure 3 ), a passenger cabin refrigeration mode Figure 2 ), a passenger cabin heating mode Figure 2 ), an electric drive heating battery mode Figure 3 ), an electric drive and battery waste heat heat pump mode Figure 3 ), an electric drive waste heat heat pump mode Figure 4 ). The heat management system 400 can include a controller, which can be electrically connected with the multi-way valve 40 for controlling the configuration state of the multi-way valve 40. The controller of the heat management system 400 can be the same controller as the controller of the vehicle 1000, or different controllers, which are not specifically limited in the present application.

[0140] Optionally, in an embodiment, the low-temperature radiator 61 can include a heat dissipation base and heat dissipation fins, and the heat dissipation base can be made of a metal material with good heat conduction performance, such as aluminum, steel or copper, etc. The metal material can effectively transfer the heat from the heat exchange medium to the surface of the low-temperature radiator 61.

[0141] The heat dissipation fins are arranged on the heat dissipation base, and the heat dissipation fins can increase the heat dissipation area of the low-temperature heat sink 61 to improve the heat dissipation efficiency. The heat dissipation fins usually exist in the form of thin sheets or fins and are arranged on the heat dissipation base at intervals, thereby increasing the contact area with air and improving the heat dissipation performance.

[0142] In the embodiment shown in the figure, as an example, the multi-way valve 40 has 9 connection ports, respectively A, B, C, D, E, F, G, H, and I. The multi-way valve 40 is configured to realize:

[0143] communicate the electric drive assembly circuit 60 with the second circuit 22 through the low-temperature heat sink 61 to cool the electric drive assembly 500;

[0144] communicate the electric drive assembly circuit 60 with the first circuit 21 through the low-temperature heat sink 61 to heat the battery device 100 and the passenger cabin using the heat of the electric drive assembly 500 and the environment;

[0145] communicate the electric drive assembly circuit 60 with the battery device circuit 50 without the low-temperature heat sink 61 to heat the battery device 100 using the heat of the electric drive assembly 500;

[0146] communicate the electric drive assembly circuit 60 with the first circuit 21 and the battery device circuit 50 without the low-temperature heat sink 61 to transfer the heat of the battery device 100 and the electric drive assembly 500 to the refrigerant circuit 10;

[0147] communicate the electric drive assembly circuit 60 with the first circuit 21 without the low-temperature heat sink 61 to transfer the heat of the electric drive assembly 500 to the refrigerant circuit 10.

[0148] It can be understood that when the number of heat management modes that the heat management system 400 can realize is reduced or increased, the number of connection ports of the multi-way valve 40 can also be reduced or increased accordingly to meet the different heat management mode requirements of the heat management system 400.

[0149] 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.

[0150] Please refer to Figure 5 and Figure 4 , the electric drive assembly 500 can be cooled in the battery device 100 and passenger cabin refrigeration mode ( Figure 5 ), in the passenger cabin refrigeration mode ( Figure 4 ), and in the battery uniform temperature mode ( Figure 4 ). Specifically, in one embodiment, please refer to Figure 5, the configuration state of the multi-way valve 40 is that the A connection port communicates with the I connection port, and the B connection port communicates with the H connection port, so that the first loop 21 communicates with the battery device loop 50 to cool the battery device 100 and the passenger compartment. The cooling liquid of the first loop 21 exchanges heat with the low-temperature first heat exchanger 11 to form low-temperature cooling liquid, the low-temperature cooling liquid can flow to the cold core 211 to form the low-temperature cold core 211, the low-temperature cold core 211 cools the airflow flowing through it to form low-temperature airflow, and the low-temperature airflow is blown into the passenger compartment to cool the passenger compartment, thereby achieving the 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 device loop 50 through the B connection port and the H connection port to cool the battery device 100. The cooling liquid flowing out of the battery device 100 returns to the first loop 21 through the I connection port and the A connection port, and then exchanges heat with the first heat exchanger 11 again.

[0151] In the Figure 5 , the configuration state of the multi-way valve 40 is that the C connection port communicates with the G connection port, and the D connection port communicates with the F connection port, so that the electric drive assembly loop 60 communicates with the second loop 22 through the low-temperature radiator 61 to cool the electric drive assembly 500. The cooling liquid flowing out of the warm core 221 can flow into the low-temperature radiator through the multi-way valve 40, be cooled by the low-temperature radiator, cool the electric drive assembly 500, and then flow into the second loop 22 through the G connection port and the C connection port, exchange heat with the second heat exchanger 12, thereby achieving the cooling of the electric drive assembly 500.

[0152] Please refer to Figure 6 , in an embodiment, in the passenger compartment refrigeration mode and the battery uniform temperature mode, the configuration state of the multi-way valve 40 is that the H connection port communicates with the I connection port, so that the battery device loop 50 is self-connected to achieve the uniform temperature of the battery device 100, and the configuration state of the multi-way valve 40 is that the A connection port communicates with the B connection port, so that the first loop 21 is self-connected to cool the passenger compartment.

[0153] In the Figure 7 , the configuration state of the multi-way valve 40 is that the C connection port communicates with the G connection port, and the D connection port communicates with the F connection port, so that the electric drive assembly loop 60 communicates with the second loop 22 through the low-temperature radiator 61 to cool the electric drive assembly 500. The cooling liquid flowing out of the warm core 221 can flow into the low-temperature radiator through the multi-way valve 40, be cooled by the low-temperature radiator, cool the electric drive assembly 500, and then flow into the second loop 22 through the G connection port and the C connection port, exchange heat with the second heat exchanger 12, thereby achieving the cooling of the electric drive assembly 500.

[0154] Please refer to Figure 8 and Figure 2 , in the battery device 100 and passenger compartment heating mode Figure 3 and the passenger compartment heating mode Figure 4The battery device 100 and the passenger cabin can be heated by the heat of the electric drive assembly 500. Specifically, please refer to the following description of the battery device 100 and the passenger cabin heating mode. Figure 5 In one embodiment, in the battery device 100 and the passenger cabin heating mode, the configuration state of the multi-way valve 40 is that the C port is communicated with the I port, and the D port is communicated with the H port, so that the second circuit 22 is communicated with the battery device circuit 50 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, which can flow to the warm core 221 to form a high-temperature warm core 221, which can heat the airflow flowing through it to form a high-temperature airflow, which is blown into the passenger cabin to heat the passenger cabin, thereby achieving the heating of the passenger cabin. The coolant flowing out of the warm core 221 can flow to the D port. The high-temperature coolant can flow into the battery device circuit 50 through the D port and the H port to heat the battery device 100. The coolant flowing out of the battery device 100 returns to the second circuit 22 through the I port and the C port, and then exchanges heat with the second heat exchanger 12 again.

[0155] In the battery device 100 and the passenger cabin heating mode, Figure 6 The configuration state of the multi-way valve 40 is that the A port is communicated with the G port, and the B port is communicated with the F port, so that the electric drive assembly circuit 60 is communicated with the first circuit 21 through the low-temperature radiator 61 to heat the battery device 100 and the passenger cabin by the heat of the electric drive assembly 500 and the environment. The coolant flowing out of the first heat exchanger 11 can flow into the low-temperature radiator through the multi-way valve 40, and the coolant absorbs heat from the low-temperature radiator and the electric drive assembly 500 in turn. The cooled coolant flows into the first circuit 21 through the G port and the A port, exchanges heat with the first heat exchanger 11, and transfers heat to the refrigerant circuit 10. The heat is transferred to the warm core 221 and the battery device 100 by the refrigerant through the second heat exchanger 12, thereby achieving the cooling of the electric drive assembly 500 while heating the battery device 100 and the passenger cabin by the heat of the electric drive assembly 500 and the environment.

[0156] Please refer to the following description of the battery device 100 and the passenger cabin heating mode. Figure 7 In the passenger cabin heating mode, the configuration state of the multi-way valve 40 is that the C port is communicated with the D port, so that the second circuit 22 is communicated for heating the passenger cabin. 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, thereby achieving the heating of the passenger cabin. The coolant in the second circuit 22 circulates in the second circuit 22 through the C and D ports of the multi-way valve 40.

[0157] In the battery device 100 and the passenger cabin heating mode, Figure 8In the electric drive heating battery mode, the configuration state of the multi-way valve 40 is that the A connection port is communicated with the B connection port, the C connection port is communicated with the D connection port, the E connection port is communicated with the I connection port, and the G connection port is communicated with the H connection port. The first circuit 21 is not in operation. The communication between the C connection port and the D connection port enables the second circuit 22 to be in communication for heating the passenger compartment. When the second circuit 22 is in operation, the high-temperature cooling liquid flows out of the second heat exchanger 12 and flows to the warm core 221, forming a high-temperature warm core 221, and achieving the heating of the passenger compartment. The cooling liquid in the second circuit 22 circulates in the second circuit 22 through the C and D connection ports communicated by the multi-way valve 40. The communication between the E connection port and the I connection port and the communication between the G connection port and the H connection port enable the electric drive assembly circuit 60 to not be communicated with the battery device circuit 50 through the low-temperature radiator 61 for heating the battery device 100 by using the heat of the electric drive assembly 500.

[0158] Please refer to Figure 1 In the electric drive heating battery mode, the configuration state of the multi-way valve 40 is that the A connection port is communicated with the B connection port, the C connection port is communicated with the D connection port, the E connection port is communicated with the I connection port, and the G connection port is communicated with the H connection port. The first circuit 21 is not in operation. The communication between the C connection port and the D connection port enables the second circuit 22 to be in communication for heating the passenger compartment. When the second circuit 22 is in operation, the high-temperature cooling liquid flows out of the second heat exchanger 12 and flows to the warm core 221, forming a high-temperature warm core 221, and achieving the heating of the passenger compartment. The cooling liquid in the second circuit 22 circulates in the second circuit 22 through the C and D connection ports communicated by the multi-way valve 40. The communication between the E connection port and the I connection port and the communication between the G connection port and the H connection port enable the electric drive assembly circuit 60 to not be communicated with the battery device circuit 50 through the low-temperature radiator 61 for heating the battery device 100 by using the heat of the electric drive assembly 500.

[0159] When the electric drive assembly circuit 60 and the battery device circuit 50 are in operation, 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 device circuit 50 through the G connection port and the H connection port, and heats the battery device 100. The cooling liquid flowing out of the battery device 100 flows into the electric drive assembly circuit 60 through the I connection port and the E connection port, and reabsorbs heat of the electric drive assembly 500 and is cooled, thereby forming a circulation.

[0160] Please refer to Figure 1In the electric drive and battery waste heat heat pump mode, the configuration state of the multi-way valve 40 is that the A connection port is in communication with the I connection port, the B connection port is in communication with the E connection port, the C connection port is in communication with the D connection port, and the G connection port is in communication with the H connection port. The communication between the C connection port and the D connection port enables the second circuit 22 to be in communication to heat the passenger compartment. When the second circuit 22 is working, the high-temperature cooling liquid flows out of the second heat exchanger 12 and flows to the warm core 221, forming a high-temperature warm core 221, thereby achieving heating of the passenger compartment. The cooling liquid in the second circuit 22 circulates in the second circuit 22 through the C and D connection ports in communication with each other through the multi-way valve 40. The communication between the A connection port and the I connection port and the communication between the B connection port and the E connection port and the communication between the G connection port and the H connection port enable the electric drive assembly circuit 60 to not be in communication with the first circuit 21 and the battery device circuit 50 through the low-temperature radiator 61 to transfer the heat of the battery device 100 and the electric drive assembly 500 to the refrigerant circuit 10.

[0161] When the electric drive assembly circuit 60, the first circuit 21, and the battery device circuit 50 are working, the cooling liquid flows through the electric drive assembly 500, absorbs heat from the electric drive assembly 500, and then flows into the battery device circuit 50 through the G connection port and the H connection port to absorb heat from the battery device 100. The cooling liquid flowing out of the battery device 100 flows into the first circuit 21 through the I connection port and the A connection port. The cooling liquid exchanges heat with the first heat exchanger 11 in the first circuit 21, and the heat is transferred to the refrigerant circuit 10 through the first heat exchanger 11. The cooling liquid flowing out of the first heat exchanger 11 flows into the electric drive assembly circuit 60 through the B connection port and the E connection port, thereby forming a circulation to transfer the heat of the battery device 100 and the electric drive assembly 500 to the refrigerant circuit 10. The refrigerant can transfer the heat to the warm core 221 of the second circuit 22 through the second heat exchanger 12 to heat the passenger compartment.

[0162] Please refer to Figure 2 In the electric drive waste heat heat pump mode, the configuration state of the multi-way valve 40 is that the A connection port is in communication with the G connection port, the B connection port is in communication with the E connection port, the C connection port is in communication with the D connection port, and the H connection port is in communication with the I connection port. The communication between the C connection port and the D connection port enables the second circuit 22 to be in communication to heat the passenger compartment. When the second circuit 22 is working, the high-temperature cooling liquid flows out of the second heat exchanger 12 and flows to the warm core 221, forming a high-temperature warm core 221, thereby achieving heating of the passenger compartment. The cooling liquid in the second circuit 22 circulates in the second circuit 22 through the C and D connection ports in communication with each other through the multi-way valve 40. The communication between the H connection port and the I connection port enables the battery device circuit 50 to be in communication. The battery device circuit 50 does not work, and the cooling liquid in the battery device circuit 50 stays in the battery device circuit 50.

[0163] The communication between the A connection port and the G connection port and the communication between the B connection port and the E connection port enable the electric drive assembly circuit 60 to not be in communication with the first circuit 21 through the low-temperature radiator 61 to transfer the heat of the electric drive assembly 500 to the refrigerant circuit 10.

[0164] When the electric drive assembly circuit 60 and the first circuit 21 are working, the cooling liquid flows through the electric drive assembly 500, absorbs heat of the electric drive assembly 500, and then flows into the first circuit 21 through the G connection port and the A connection port. The cooling liquid exchanges heat with the first heat exchanger 11 in the first circuit 21, and then transfers heat to the refrigerant circuit 10 through the first heat exchanger 11. The cooling liquid flowing out of the first heat exchanger 11 flows into the electric drive assembly circuit 60 through the B connection port and the E connection port, so as to form a circulation, thereby transferring heat of the electric drive assembly 500 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, so as to heat the passenger compartment.

[0165] In some embodiments, the multi-way valve 40 is configured to realize any one, any two, any three or any four of the following:

[0166] communicate the electric drive assembly circuit 60 with the second circuit 22 through the low-temperature radiator 61 to cool the electric drive assembly 500 Figure 4 and Figure 5 ;

[0167] communicate the electric drive assembly circuit 60 with the first circuit 21 through the low-temperature radiator 61 to heat the passenger compartment by using heat of the electric drive assembly 500 and the environment Figure 1 and Figure 1 ;

[0168] communicate the electric drive assembly circuit 60 with the battery device circuit 50 through the low-temperature radiator 61 to heat the battery device 100 by using heat of the electric drive assembly 500 Figure 1 ;

[0169] communicate the electric drive assembly circuit 60 with neither the first circuit 21 nor the battery device circuit 50 through the low-temperature radiator 61 to transfer heat of the battery device 100 and the electric drive assembly 500 to the refrigerant circuit 10 Figure 1 ;

[0170] communicate the electric drive assembly circuit 60 with the first circuit 21 through the low-temperature radiator 61 to transfer heat of the electric drive assembly 500 to the refrigerant circuit 10 Figure 2 .

[0171] According to some embodiments of the present application, the battery device circuit 50 comprises a two-way valve 51, one end of the two-way valve 51 is connected with the inlet of the battery device 100, and the other end is connected with the outlet of the battery device 100. Figure 4

[0172] In the above embodiments, the temperature of the battery device 100 and the flow resistance of the pipeline can be adjusted through the two-way valve 51.

[0173] Specifically, please refer to​Figure 5 In one embodiment, the temperature of the cooling liquid flowing into the battery device 100 is adjusted by adjusting the flow rate of the cooling liquid flowing out of the battery device 100 back to the battery device 100 through the two-way valve 51, so as to keep the temperature of the cooling liquid flowing into the battery device 100 within a reasonable range.

[0174] Please refer to Figure 7 In one embodiment, the cooling liquid flowing out of the battery device 100 is divided into two parts, one part flows into the multi-way valve 40 back to the first loop 21 and is pre-cooled 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 40 and then flows into the battery device 100 again to cool the battery device 100. Through the adjustment of the two-way valve 51, the temperature of the cooling liquid flowing into the battery device 100 is adjusted, so as to adjust the temperature of the battery device 100.

[0175] Please refer to Figure 8 In one embodiment, part of the cooling liquid flowing out of the battery device 100 with relatively low temperature flows back to the inlet of the battery device 100 through the two-way valve 51 to adjust the temperature of the cooling liquid flowing into the battery device 100, and part of the cooling liquid flows through the multi-way valve 40, flows into the second loop 22, and flows into the second heat exchanger 12 to be heated again.

[0176] Please refer to Figure 4 In one embodiment, the cooling liquid flowing out of the battery device 100 is divided into two parts and flows back to the inlet of the battery device 100 through the multi-way valve 40 and the two-way valve 51 respectively, so as to effectively reduce the flow resistance of the cooling liquid pipeline.

[0177] According to some embodiments of the present application, optionally, please refer to Figure 5 The battery device loop 50 comprises a first water pump 52, which is configured to provide flow power to the cooling liquid in the battery device loop 50.

[0178] In the above embodiments, the heat exchange efficiency can be improved by the first water pump 52.

[0179] Specifically, the first water pump 52 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 7 In the embodiment shown in the figure, the first water pump 52 is arranged upstream of the inlet of the battery device 100, and when the first water pump 52 is working, the cooling liquid can flow faster in the battery device loop 50, so as to improve the heat exchange efficiency.

[0180] 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.

[0181] According to some embodiments of the present application, optionally, please refer to Figure 8The first circuit 21 comprises a first three-way valve 212 connected with the multi-way valve 40, the cold core 211 and the first heat exchanger 11, and the first three-way valve 212 is configured to make the coolant flow into the cold core 211 or not.

[0182] In the above embodiment, the first three-way valve 212 can be used to make the coolant flowing out of the first heat exchanger 11 flow into the cold core 211 or not.

[0183] Specifically, please refer to Figure 1 and Figure 1 In one embodiment, by adjusting the valve opening position of the first three-way valve 212, the flow rate of the low-temperature coolant entering the battery device 100 and the cold core 211 can be adjusted, and the cold quantity 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.

[0184] Please refer to Figure 1 , Figure 4 , Figure 1 and Figure 1 In some embodiments, the first three-way valve 212 is adjusted to make the coolant flowing out of the first heat exchanger 11 not flow into the cold core 211.

[0185] Please refer to Figure 1 , Figure 5 , Figure 7 and Figure 8 In some embodiments, if the passenger compartment has dehumidification requirements, the first three-way valve 212 is adjusted to make part of the coolant flowing out of the first heat exchanger 11 flow into the cold core 211 to dehumidify the passenger compartment.

[0186] According to some embodiments of the present application, optionally, please refer to Figure 6 The first circuit 21 comprises a second water pump 213 configured to provide flow power to the coolant in the first circuit 21.

[0187] In the above embodiment, the second water pump 213 can improve the heat exchange efficiency.

[0188] 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 Figures 1 to 8 , 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 coolant can flow faster in the first circuit 21, thereby improving the heat exchange efficiency.

[0189] 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 40, a 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.

[0190] 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.

[0191] Specifically, in one embodiment, please refer to Figure 1 The high-temperature cooling liquid flowing out of the second heat exchanger 12 is discharged into the warm core 221 to release heat and heat the passenger cabin. The high-temperature cooling liquid discharged from the warm core 221 is divided into two paths. One path flows through the multi-way valve 40, mixes with the low-temperature cooling liquid discharged from the battery device 100 (through the two-way valve 51) 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.

[0192] According to some embodiments of the present application, optionally, please refer to Figure 2 The second circuit 22 comprises a third water pump 223 configured to provide flow power to the cooling liquid in the second circuit 22.

[0193] In the above embodiment, the heat exchange efficiency can be improved by the third water pump 223.

[0194] 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, and in Figure 3 In the embodiment shown in the figure, 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.

[0195] According to some embodiments of the present application, optionally, please refer to Figure 3 The refrigerant circuit 10 comprises 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 with the pipeline between the compressor 13 and the second heat exchanger 12, and the other end is connected with the pipeline between the first heat exchanger 11 and the first expansion valve 15.

[0196] In the above embodiment, the heating capacity of the refrigerant circuit 10 and the bypass heating are adjusted by the second expansion valve 16.

[0197] Specifically, the branch where the second expansion valve 16 is located constitutes a bypass of the refrigerant circuit 10. When the second expansion valve 16 is closed, the refrigerant cannot flow through the branch where the second expansion valve 16 is located. When the second expansion valve 16 is opened, the refrigerant can flow through the branch where the second expansion valve 16 is located.

[0198] Please refer to Figure 4 , Figure 5 , Figure 5 In some embodiments, if the heat demand of the passenger cabin is 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 can be adjusted to adjust the opening degree, so that the enthalpy of the refrigerant entering the first heat exchanger 11 is increased, the heat absorption of the first heat exchanger 11 is effectively reduced, and the minimum heating capacity of the thermal management system 400 is reduced, thereby solving the problem of excess heating capacity of the heat pump system.

[0199] Please refer to Figure 6 In one embodiment, if the first circuit 21 does not work, the first heat exchanger 11 has no cooling liquid flowing therethrough, 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 pressure of the heat pump system is controlled within a suitable range, the compressor 13 heat gas bypass heating is realized, and the heat is transferred to the cooling liquid of the second circuit 22 in the second heat exchanger 12.

[0200] The following will be described Figure 7 Taking water as an example, the embodiments of the present application are described.

[0201] Please refer to Figure 8 , Figures 2 to 5 The schematic diagram of the architecture of the thermal management system 400 is shown. In one embodiment, compared with the thermal management system of R134a refrigerant, the refrigerant circuit 10 of R290 refrigerant is extremely simple, and the main functions of the thermal management system 400 are mainly realized by water circuit switching. The main circuit connection relationships are as follows:

[0202] 1) Low-temperature cooling water circuit, in which the flow path of the water is: 1) first water pump 52-battery device 100-multi-way valve 40-second water pump 213-first heat exchanger 11-first three-way valve 212-multi-way valve 40-first water pump 52; 2) first water pump 52-battery device 100-two-way valve 51-first water pump 52; 3) first water pump 52-battery device 100-multi-way valve 40-second water pump 213-first heat exchanger 11-cold core 211-first three-way valve 212-multi-way valve 40-first water pump 52.

[0203] Specifically, by adjusting the valve opening position of the first three-way valve 212, the flow rate of cold water entering the battery unit 100 and the cold core 211 can be adjusted, thereby adjusting the cooling capacity entering the battery unit 100 and the passenger compartment to maintain the battery unit 100 and the passenger compartment within a reasonable temperature range. By adjusting the orifice size of the two-way valve 51, the flow rate of water returning from the battery unit 100 outlet to the battery unit 100 inlet can be adjusted, thereby adjusting the inlet water temperature of the battery unit 100 to maintain it within a reasonable range.

[0204] 2) High-temperature cooling water circuit: The water flow path in the high-temperature cooling water circuit is as follows: 1) Third water pump 223 - Second heat exchanger 12 - Heating core 221 - Multi-way valve 40 - Third heat exchanger 61 - Electric drive assembly 500 - Multi-way valve 40 - Second three-way valve 222 - Third water pump 223; 2) Third water pump 223 - Second heat exchanger 12 - Heating core 221 - Second three-way valve 222 - Third water pump 223; 3) Third water pump 223 - Second heat exchanger 12 - Heating core 221 - Multi-way valve 40 - Electric drive assembly 500 - Multi-way valve 40 - Second three-way valve 222 - Third water pump 223.

[0205] 3) Refrigerant circuit. In the refrigerant circuit, the flow path of the refrigerant is: 1) Compressor 13 - Second heat exchanger 12 - Liquid receiver 14 - First expansion valve 15 - First heat exchanger 11 - Compressor 13; 2) Compressor 13 - Second expansion valve - First heat exchanger 11 - Compressor 13.

[0206] Please combine Figures 6 to 8 In some embodiments, the thermal management system 400 may operate in battery unit 100 and crew cabin cooling mode, in which the circuit connections are as follows:

[0207] Battery unit 100 and crew compartment cooling water circuit: 1) First water pump 52 - Battery unit 100 - Multi-way valve 40 - Second water pump 213 - First heat exchanger 11 - First three-way valve 212 - Multi-way valve 40 - First water pump 52; 2) First water pump 52 - Battery unit 100 - Two-way valve 51 - First water pump 52; 3) First water pump 52 - Battery unit 100 - Multi-way valve 40 - Second water pump 213 - First heat exchanger 11 - Cooling core 211 - First three-way valve 212 - Multi-way valve 40 - First water pump 52.

[0208] The low-temperature cold water from the first heat exchanger is divided into two streams. One stream flows through the cold core 211 to cool and dehumidify the air passing through the cold core 211, thereby cooling the crew compartment. The other stream flows through the first three-way valve 212 and mixes with the water from the cold core 211. After flowing through the multi-way valve 40, it mixes again with the medium-temperature water from the battery device 100 and then enters the battery device 100 to cool the battery device 100.

[0209] The medium temperature water from the battery device 100 is divided into two parts, one part enters the multi-way valve 40 to return to the first heat exchanger 11 for re-precooling, and the other part returns to the first water pump 52 to mix with the low temperature water and then enters the battery device 100 again to cool the battery device 100. Through the adjustment of the two-way valve 51, the water temperature entering the battery device 100 is further adjusted.

[0210] High temperature cooling water circuit: third water pump 223-second heat exchanger 12-warm core 221-multi-way valve 40-low temperature radiator 61-electric drive assembly 500-multi-way valve 40-second three-way valve 222-third water pump 223.

[0211] The heat released by the second heat exchanger 12 is dissipated into the low temperature radiator 61, and then flows through the electric drive assembly 500 and returns to the second heat exchanger 12 again to dissipate heat to the second heat exchanger 12.

[0212] Refrigerant circuit 10: compressor 13-second heat exchanger 12-liquid storage tank 14-first expansion valve 15-first heat exchanger 11-compressor 13.

[0213] Please refer to Figures 2 to 8 In some embodiments, the thermal management system 400 can run the passenger cabin refrigeration mode + battery device 100 uniform temperature mode, in which the connection relationship of each circuit is as follows:

[0214] Battery uniform temperature cooling water circuit: first water pump 52-battery device 100-multi-way valve 40-first water pump 52.

[0215] Passenger cabin refrigeration cooling water circuit: second water pump 213-first heat exchanger 11-cold core 211-first three-way valve 212-multi-way valve 40-second water pump 213.

[0216] High temperature cooling water circuit: third water pump 223-second heat exchanger 12-warm core 221-multi-way valve 40-low temperature radiator 61-electric drive assembly 500-multi-way valve 40-second three-way valve 222-third water pump 223.

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

[0218] In Figure 9 In the embodiment shown, the first three-way valve 212 can be used to adjust the water flow entering the cold core 211, which can inhibit the frosting of the cold core 211 to a certain extent under low temperature refrigeration working conditions.

[0219] Please refer to ​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 loop is as follows:

[0220] Battery device 100 and passenger cabin heating water loop: 1) third water pump 223-second heat exchanger 12-warm core 221-multichannel valve 40-first water pump 52-battery device 100-multichannel valve 40-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-multichannel valve 40-first water pump 52-battery device 100-two-way valve 51-first water pump 52.

[0221] 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 multichannel valve 40 and mixes with the low-temperature water from the battery device 100 to reach the required temperature, and then enters the battery device 100 to heat the battery device 100. The other part returns to the three-way valve and then enters the second heat exchanger 12 through the third water pump 223 for reheating.

[0222] The relatively low-temperature hot water from the battery device 100 is partially returned to the first water pump 52 inlet through the two-way valve 51 for adjusting the water temperature entering the battery device 100, and partially flows through the multichannel valve 40 and the three-way valve to enter the third water pump 223, and then enters the second heat exchanger 12 for reheating.

[0223] Low-temperature heat-absorbing water loop: 1) first heat exchanger 11-first three-way valve 212-multichannel valve 40-low-temperature radiator 61-electric drive assembly 500-multichannel valve 40-second water pump 213-first heat exchanger 11; 2) first heat exchanger 11-cold core 211-first three-way valve 212-multichannel valve 40-low-temperature radiator 61-electric drive assembly 500-multichannel valve 40-second water pump 213-first heat exchanger 11.

[0224] If the passenger cabin has dehumidification requirements, the first three-way valve 212 is adjusted to allow a part of the water flowing out of the first heat exchanger 11 to flow through the cold core 211 to dehumidify the passenger cabin.

[0225] Refrigerant circuit 10: compressor 13-second heat exchanger 12-liquid storage tank 14-first expansion valve 15-first heat exchanger 11-compressor 13.

[0226] Please refer to ​ In some embodiments, the thermal management system 400 can run a passenger cabin heating mode, in which the connection relationship of each loop is as follows:

[0227] Crew compartment heating water circuit: Third water pump 223 - Second heat exchanger 12 - Heating core 221 - Multi-way valve 40 - Second three-way valve 222 - Third water pump 223.

[0228] Low-temperature hot water absorption circuit: 1) First heat exchanger 11 - First three-way valve 212 - Multi-way valve 40 - Low-temperature radiator 61 - Electric drive assembly 500 - Multi-way valve 40 - Second water pump 213 - First heat exchanger 11; 2) First heat exchanger 11 - Cold core 211 - First three-way valve 212 - Multi-way valve 40 - Low-temperature radiator 61 - Electric drive assembly 500 - Multi-way valve 40 - Second water pump 213 - First heat exchanger 11.

[0229] If the passenger compartment requires dehumidification, the first three-way valve 212 is adjusted so that a portion of the water flowing out of the first heat exchanger 11 flows through the cold core 211 to dehumidify the passenger compartment.

[0230] Battery device 100 uniform temperature water circuit: 1) First water pump 52 - Battery device 100 - Multi-way valve 40 - First water pump 52; 2) First water pump 52 - Battery device 100 - Two-way valve 51 - First water pump 52.

[0231] The water coming out of the battery device 100 is divided into two paths, which return to the first water pump 52 through the multi-way valve 40 and the two-way valve 51 before entering the battery device 100, effectively reducing the water flow resistance.

[0232] Refrigerant circuit 10: 1) Compressor 13 - Second heat exchanger 12 - Liquid receiver 14 - First expansion valve 15 - First heat exchanger 11 - Compressor 13; 1) Compressor 13 - Second expansion valve 16 - First heat exchanger 11 - Compressor 13.

[0233] If the heat demand of the passenger compartment is very 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 (bypass valve) 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 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.

[0234] exist ​ In the illustrated embodiment, the passenger compartment can be dehumidified by adjusting the first three-way valve 212 to allow cold water to flow through the cooling core 211. The heating mode of this application is more flexible and adaptable to more complex operating conditions of the vehicle.

[0235] Please combine ​ In some embodiments, the thermal management system 400 can operate in a hot gas bypass heating crew compartment mode and an electric drive heating battery mode, with the following circuit connections:

[0236] Passenger cabin heating water loop: third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 40 - second three-way valve 222 - third water pump 223.

[0237] Electric drive assembly 500 heat battery device loop 50: electric drive assembly 500 - multi-way valve 40 - first water pump 52 - battery device 100 - multi-way valve 40 - electric drive assembly 500.

[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] Wherein the water side of the first heat exchanger 11 has no 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 is controlled within a suitable 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 cabin.

[0240] Please refer to ​ In some embodiments, the thermal management system 400 can run the electric drive and battery waste heat heat pump mode, in which the connection relationship of each loop is as follows:

[0241] Passenger cabin heating water loop: third water pump 223 - second heat exchanger 12 - warm core 221 - multi-way valve 40 - second three-way valve 222 - third water pump 223.

[0242] Low-temperature heat-absorbing water loop: 1) first heat exchanger 11 - first three-way valve 212 - multi-way valve 40 - electric drive assembly 500 - first water pump 52 - battery device 100 - multi-way valve 40 - second water pump 213 - first heat exchanger 11; 2) first heat exchanger 11 - cold core 211 - first three-way valve 212 - multi-way valve 40 - electric drive assembly 500 - first water pump 52 - battery device 100 - multi-way valve 40 - second water pump 213 - first heat exchanger 11.

[0243] Wherein the low-temperature water from the first heat exchanger 11 respectively 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, and returns to the first heat exchanger 11, and the heat is transferred to the refrigerant in the first heat exchanger 11. If the passenger cabin has dehumidification requirements, adjust the first three-way valve 212, 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.

[0244] Refrigerant circuit 10: 1) Compressor 13-Second heat exchanger 12-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. Among them, if the heat demand of the passenger cabin is extremely small, there is still excess heat when the compressor 13 rotates at the lowest speed, at this time 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 of the first heat exchanger 11, thereby reducing the minimum heating capacity of the thermal management system 400, solving the problem of excess heat of the heat pump heating.

[0245] Please combine ​ In some embodiments, the thermal management system 400 can run an electric drive waste heat heat pump mode, in which the connection relationship of each circuit is as follows:

[0246] Passenger cabin heating water circuit: Third water pump 223-Second heat exchanger 12-Warm core 221-Multi-way valve 40-Second three-way valve 222-Third water pump 223.

[0247] Low-temperature heat-absorbing water circuit: 1) First heat exchanger 11-First three-way valve 212-Multi-way valve 40-Electric drive assembly 500-Multi-way valve 40-Second water pump 213-First heat exchanger 11. 2) First heat exchanger 11-Cold core 211-First three-way valve 212-Multi-way valve 40-Electric drive assembly 500-Multi-way valve 40-Second water pump 213-First heat exchanger 11.

[0248] Among them, the low-temperature water out of the first heat exchanger 11 is returned to the first heat exchanger 11 after absorbing the waste heat of the electric drive assembly 500, and the heat is transferred to the refrigerant in the first heat exchanger 11. If the passenger cabin has dehumidification requirements, adjust the first three-way valve 212 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.

[0249] Refrigerant circuit 10: 1) Compressor 13-Second heat exchanger 12-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. Among them, if the heat demand of the passenger cabin is extremely small, there is still excess heat when the compressor 13 rotates at the lowest speed, at this time 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 of the first heat exchanger 11, thereby reducing the minimum heating capacity of the thermal management system 400, solving the problem of excess heat of the heat pump heating.

[0250] In the embodiments of the present application, the low-temperature heat sink 61 is not decoupled with the electric drive assembly 500, that is, when the low-temperature heat sink 61 participates in heat exchange (such as​ As shown in FIG. 6, when the low-temperature radiator 61 participates in heat exchange (e.g., when the low-temperature radiator 61 is used as a radiator of the electric drive assembly 500), the low-temperature radiator 61 can form a cooling liquid flow loop with the electric drive assembly 500. When the low-temperature radiator 61 does not participate in heat exchange (e.g., when the low-temperature radiator 61 is used as a radiator of the engine 200), the low-temperature radiator 61 is not in the cooling liquid flow loop. ​ As shown in FIG. 6, when the low-temperature radiator 61 participates in heat exchange (e.g., when the low-temperature radiator 61 is used as a radiator of the electric drive assembly 500), the low-temperature radiator 61 can form a cooling liquid flow loop with the electric drive assembly 500. When the low-temperature radiator 61 does not participate in heat exchange (e.g., when the low-temperature radiator 61 is used as a radiator of the engine 200), the low-temperature radiator 61 is not in the cooling liquid flow loop. ​ In the drawings, dashed lines represent that no cooling liquid, refrigerant flows through, or no cooling liquid, refrigerant flows.

[0251] In a second aspect, in combination with the first aspect, the present application provides a vehicle 1000, which comprises the thermal management system 400 of any of the above embodiments. ​

[0252] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, but not to limit it; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand: it can still modify the technical solutions recorded in the above 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 the 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 thermal management system comprises: a refrigerant circuit comprising a first heat exchanger and a second heat exchanger, the refrigerant circuit being configured to transfer heat using a refrigerant; a passenger compartment circuit comprising a first circuit comprising a cold core and a second circuit comprising a warm core; an electrical component circuit configured to exchange heat with an electrical component; a multi-way valve connecting the first circuit, the second circuit and the electrical component circuit, the multi-way valve being configured to communicate the first circuit with the electrical component circuit and to communicate the second circuit with the electrical component circuit; wherein the passenger compartment circuit and the electrical component circuit are configured to transfer heat using a coolant, the coolant of the first circuit exchanging heat with the refrigerant through the first heat exchanger, and the coolant of the second circuit exchanging heat with the refrigerant through the second heat exchanger.

2. The thermal management system of claim 1, wherein, The electrical component comprises a battery device, the electrical component circuit comprises a battery device circuit, and the multi-way valve is configured to at least one of: communicate the first circuit with the battery device circuit to cool the battery device and the passenger compartment; communicate the second circuit with the battery device circuit to heat the battery device and the passenger compartment; communicate the battery device circuit by itself; communicate the first circuit by itself to cool the passenger compartment; communicate the second circuit by itself to heat the passenger compartment.

3. The thermal management system of claim 2, wherein, The electrical component comprises an electric drive assembly, the electrical component circuit comprises an electric drive assembly circuit, the electric drive assembly circuit comprises a low-temperature radiator, and the multi-way valve is configured to at least one of: communicate the electric drive assembly circuit with the second circuit through the low-temperature radiator to cool the electric drive assembly; communicate the electric drive assembly circuit with the first circuit through the low-temperature radiator to heat the passenger compartment using heat of the electric drive assembly and the environment; communicate the electric drive assembly circuit with the battery device circuit without passing through the low-temperature radiator to heat the battery device using heat of the electric drive assembly; communicate the electric drive assembly circuit with the first circuit and the battery device circuit without passing through the low-temperature radiator to transfer heat of the battery device and the electric drive assembly to the refrigerant circuit; communicate the electric drive assembly circuit with the first circuit without passing through the low-temperature radiator to transfer heat of the electric drive assembly to the refrigerant circuit.

4. The thermal management system of claim 2 or 3, wherein, The battery device circuit comprises a two-way valve, one end of the two-way valve being connected to an inlet of the battery device, and the other end being connected to an outlet of the battery device.

5. The thermal management system of claim 2 or 3, wherein, The battery device circuit comprises a first water pump configured to provide flow power to the coolant of the battery device circuit.

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

10. 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 are connected in sequence, one end of the second expansion valve is connected with a pipeline between the compressor and the second heat exchanger, and the other end is connected with a pipeline between the first heat exchanger and the first expansion valve.

11. A vehicle characterized by comprising: A thermal management system comprising any one of claims 1-10.

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