Thermal management system for vehicle

Abstract

The utility model discloses a thermal management system for a vehicle, which comprises a refrigerant loop, and a first cooling liquid circuit, a second cooling liquid circuit, a passenger compartment cold air circuit, a passenger compartment warm air circuit, a battery assembly circuit and an electric drive assembly circuit which are connected between a first node and a second node, each of the first node and the second node is a controllable gating node, and wherein the first node and the second node are each a controllable gating node; the first node and the second node can be controlled so that the first cooling liquid circuit or the second cooling liquid circuit can be communicated with at least one of the passenger compartment cold air circuit, the passenger compartment warm air circuit, the battery assembly circuit and the electric drive assembly circuit. The utility model further discloses a vehicle comprising the thermal management system.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of automobile, especially relates to the heat management system for vehicle. BACKGROUND

[0002] With the rapid development of global automobile industry, the automobile thermal management technology also faces increasingly severe challenges. The automobile thermal management system is a key factor affecting the automobile energy efficiency and comfort, and the selection and application of refrigerant plays a crucial role in it.

[0003] Traditional automobile refrigerants, such as R134a and R1234yf, although have excellent refrigeration performance, but its global warming potential (GWP) is high, which has negative impact on the environment. Therefore, the development of new, environmentally friendly and efficient refrigerant is the inevitable trend of automobile thermal management technology. Under this background, refrigerant R290 (propane) gradually attracts the attention of the automobile industry. R290 has lower GWP and good refrigeration and heating performance, and its cost is lower, easy to obtain, and R290 is a natural refrigerant, which has the characteristics of environmental protection, high efficiency and renewable, and is suitable for thermal management system.

[0004] Although R290 has a wide application prospect in automobile thermal management, the flammability of R290 has attracted people's attention to its safety. Therefore, in order to ensure the safety of the passenger compartment of electric vehicle, the traditional thermal management system using R134a and R1234yf cannot continue to be used, and it is necessary to develop a thermal management system suitable for R290 refrigerant. UTILITY MODEL CONTENT

[0005] The utility model provides a heat management system for vehicle and vehicle including this heat management system.

[0006] The first aspect of the embodiment of the utility model discloses a kind of thermal management systems for vehicle. The thermal management system includes: refrigerant circuit, the refrigerant circuit includes through refrigerant connecting pipeline series connection compressor, condenser, expansion valve, evaporator and gas-liquid separator;And be connected between first node and second node first cooling liquid line, second cooling liquid line, passenger compartment cold air line, passenger compartment warm air line, battery assembly line and electric drive component line, wherein, the first cooling liquid line includes first cooling liquid pipeline, the first cooling liquid pipeline is connected to the condenser, so that the cooling liquid in the first cooling liquid pipeline and the refrigerant in the condenser heat exchange;The second cooling liquid line includes second cooling liquid pipeline, the second cooling liquid pipeline is connected to the evaporator, so that the cooling liquid in the second cooling liquid pipeline and the refrigerant in the evaporator heat exchange;Passenger compartment cold air line includes first cooling liquid branch pipeline and the cold air core body being arranged on it;The passenger compartment warm air line includes second cooling liquid branch pipeline and the warm air core body being arranged on it;The battery assembly line includes third cooling liquid branch pipeline, the third cooling liquid branch pipeline is configured so that the cooling liquid therein can heat regulation battery assembly;The electric drive component line includes fourth cooling liquid branch pipeline, the fourth cooling liquid branch pipeline is configured so that the cooling liquid therein can heat regulation electric drive component;Wherein, the first node and the second node are controllable gating node, and wherein, the first node and the second node can be controlled to make the first cooling liquid line or the second cooling liquid line with at least one of the passenger compartment cold air line, the passenger compartment warm air line, the battery assembly line and the electric drive component line communication.

[0007] According to a specific embodiment of the utility model, the first node and the second node are realized as a first six-way valve and a second six-way valve respectively.

[0008] According to a specific embodiment of the utility model, the first cooling liquid line is connected between the first port of the first six-way valve and the first port of the second six-way valve;The second cooling liquid line is connected between the second port of the first six-way valve and the second port of the second six-way valve;The passenger compartment cold air line is connected between the third port of the first six-way valve and the third port of the second six-way valve;The passenger compartment warm air line is connected between the fourth port of the first six-way valve and the fourth port of the second six-way valve;The battery assembly line is connected between the fifth port of the first six-way valve and the fifth port of the second six-way valve;And the electric drive component line is connected between the sixth port of the first six-way valve and the sixth port of the second six-way valve.

[0009] According to a specific embodiment of the utility model, the first six-way valve or the second six-way valve can be controlled so that its first port communicates with at least one of its fourth port, fifth port and sixth port.

[0010] According to a specific embodiment of the utility model, the first six-way valve or the second six-way valve can be controlled so that its second port communicates with at least one of its third port, fifth port and sixth port.

[0011] According to a specific embodiment of the utility model, the first six-way valve and the second six-way valve can be controlled to be in the first state so that its first port communicates with its sixth port and its second port communicates with its third and fifth port, in the second state so that its first port communicates with its fifth and sixth port, in the third state so that its first port communicates with its fourth and sixth port and its second port communicates with its third and fifth port, in the fourth state so that its first port communicates with its fourth and fifth port and its second port communicates with its sixth port, in the fifth state so that its first port communicates with its fourth port and its second port communicates with its fifth and sixth port, in the sixth state so that its first port communicates with its fourth and sixth port and its second port communicates with its third port, in the seventh state so that its first port communicates with its fourth port and its second port communicates with its third, fifth and sixth port, or in the eighth state so that its first port communicates with its fourth and fifth port and its second port communicates with its third and sixth port.

[0012] According to a specific embodiment of the utility model, the first cooling liquid circuit further comprises an electric heater arranged on the first cooling liquid pipeline for heating the cooling liquid flowing out of the condenser, and / or the electric drive assembly circuit further comprises a first radiator arranged on the fourth cooling liquid branch pipeline for heat exchange with the ambient air of the vehicle.

[0013] According to a specific embodiment of the utility model, the battery assembly circuit further comprises a proportional three-way valve arranged on the third cooling liquid branch pipeline for adjusting the valve opening degree according to the temperature of the cooling liquid in the third cooling liquid branch pipeline, and / or the electric drive assembly circuit further comprises a three-way valve arranged on the fourth cooling liquid branch pipeline for bypassing the first radiator.

[0014] According to a specific embodiment of the utility model, the first cooling liquid circuit further comprises a first water pump arranged on the first cooling liquid pipeline, the second cooling liquid circuit further comprises a second water pump arranged on the second cooling liquid pipeline, and / or the battery assembly circuit further comprises a third water pump arranged on the third cooling liquid branch pipeline.

[0015] The second aspect of the embodiment of the utility model discloses a kind of vehicles comprising the heat management system described above.

[0016] Using the above technical solution, the utility model has the following beneficial effects:

[0017] 1, suitable for using environmental protection refrigerant R290, which makes the heat management system environmentally friendly and expands the temperature range of heat pump, so that the heat pump system can operate at lower ambient temperature.

[0018] 2, the refrigerant circuit is not provided with the equipment for refrigerating / heat for the passenger cabin, but the circulating loop of coolant is used to refrigerate / heat the passenger cabin, which makes it possible to set the refrigerant circuit in the space away from the passenger cabin to ensure personal safety.

[0019] 3, simplify the structure of refrigerant circuit, and save the expansion valve, stop valve and other valve parts and pipeline in refrigerant circuit, which is beneficial to the simplification of heat management system control logic.

[0020] 4, using the cooled coolant (instead of refrigerant) to heat / cool the passenger cabin and electrical components, which is conducive to setting the refrigerant circuit in the well-ventilated area to prevent the refrigerant from reaching the flammable concentration after leakage; and conducive to setting the refrigerant circuit in the space away from electronic components to reduce the risk of ignition source.

[0021] 5, can provide the heating, refrigeration and dehumidification functions of the passenger cabin, while providing the functions of cooling and heating the battery components of electric vehicle, and cooling and waste heat utilization of electric drive components.

[0022] 6, using six-way valve as controllable gating node, while realizing the above functions, simplifying and saving valve parts and pipeline in heat management system, which is conducive to realizing module integration and creating conditions for saving vehicle space. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a structural diagram of the heat management system for vehicle according to the embodiment of the utility model;

[0024] Figure 2 is Figure 1 working principle diagram of the heat management system for vehicle working in passenger cabin, battery refrigeration and electric drive component cooling mode;

[0025] Figure 3 is Figure 1 working principle diagram of the heat management system for vehicle working in battery and electric drive component cooling mode;

[0026] Figure 4 isFigure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin refrigeration dehumidification, battery refrigeration and electric drive assembly cooling mode of the present application;

[0027] Figure 5 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin and battery heating mode of the present application;

[0028] Figure 6 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in an electric heater and electric drive assembly waste heat heating battery mode of the present application;

[0029] Figure 7 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and battery refrigeration mode of the present application;

[0030] Figure 8 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and radiator defrosting mode of the present application;

[0031] Figure 9 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating dehumidification and battery refrigeration mode of the present application;

[0032] Figure 10 For Figure 1 Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating dehumidification and battery heating mode of the present application. DETAILED DESCRIPTION

[0033] The specific embodiments of the present application will be described below, and those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in the present specification. Although the description of the present application will be introduced in combination with the preferred embodiments, this does not mean that the features of the present application are limited to the embodiments. On the contrary, the purpose of introducing the present application in combination with the embodiments is to cover other options or modifications that can be extended based on the claims of the present application. In order to provide a deep understanding of the present application, many specific details will be included in the following description. The present application can also be implemented without using these details. In addition, in order to avoid confusion or obscure the focus of the present application, some specific details will be omitted in the description. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0034] It should be noted that in the present specification, similar reference numbers and letters represent similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0035] In the description of the present embodiment, the terms "front", "back", "upper", "lower", "top", "bottom", etc. indicate the orientation or positional relationship based on the orientation or positional relationship indicated in the drawings, and are only for the convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present utility model.

[0036] The terms "first", "second", etc. are only used for differentiation in description, and cannot be understood as indicating or implying relative importance.

[0037] In the description of the present embodiment, it also needs to be explained that, unless otherwise explicitly specified and limited, the terms "set", "connected", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; 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 communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present embodiment can be understood according to the specific circumstances.

[0038] In order to make the purpose, technical scheme and advantages of the present utility model more clear, the embodiments of the present utility model will be further described in detail below with reference to the drawings.

[0039] Figure 1 A structure diagram of a thermal management system 100 for a vehicle according to an embodiment of the present utility model. The thermal management system 100 includes a refrigerant circuit 110, a first coolant line 120, a second coolant line 130, a passenger cabin cold air line 141, a passenger cabin warm air line 142, a battery assembly line 143, and an electric drive assembly line 144.

[0040] As shown, the refrigerant circuit 110 includes a compressor 1, a condenser 2, an expansion valve 3, an evaporator 4 and a gas-liquid separator 5 connected in series by refrigerant connecting lines. When the refrigerant circuit 110 is in operation, high-temperature and high-pressure superheated gaseous refrigerant, for example, R290, flows out of the compressor 1 into the condenser 2. The refrigerant exchanges heat with cooling liquid (for example, cooling liquid in the first cooling liquid line 120) in the condenser 2, and becomes subcooled liquid refrigerant after releasing heat, and flows into the expansion valve 3 to be throttled, and becomes low-temperature and low-pressure gas-liquid two-phase refrigerant. Then, the refrigerant flows into the evaporator 4 to exchange heat with cooling liquid (for example, cooling liquid in the second cooling liquid line 130), absorbs heat and flows into the gas-liquid separator 5 to be separated into gas and liquid, and finally low-temperature and low-pressure refrigerant returns to the compressor 1 for compression. In this way, the refrigerant circulates in the refrigerant circuit 110.

[0041] The first cooling liquid line 120 includes a first cooling liquid line for cooling liquid to flow, and the first cooling liquid line is connected to the condenser 2 in the refrigerant circuit 110, so that the first cooling liquid line 120 is thermally coupled with the refrigerant circuit 110. The cooling liquid in the first cooling liquid line exchanges heat with the refrigerant in the condenser 2, and absorbs the heat released by the refrigerant. In addition, in the first cooling liquid line 120, the cooling liquid flows through the electric heater 7 and the first water pump 8. Figure 1 In the specific example of the thermal management system 100 shown, the first cooling liquid line 120 further includes an electric heater 7 provided on the first cooling liquid line and connected in series with the condenser 2, for heating the cooling liquid flowing out of the condenser 2. The electric heater 7 can be turned on or off as needed. The first cooling liquid line 120 further includes a first water pump 8 provided on the first cooling liquid line, for conveying the cooling liquid in the first cooling liquid line.

[0042] The second cooling liquid line 130 includes a second cooling liquid line for cooling liquid to flow, and the second cooling liquid line is connected to the evaporator 4 in the refrigerant circuit 110, so that the second cooling liquid line 130 is thermally coupled with the refrigerant circuit 110. The cooling liquid in the second cooling liquid line exchanges heat with the refrigerant in the evaporator 4, and releases heat. The second cooling liquid line 130 further includes a second water pump 9 provided on the second cooling liquid line, for conveying the cooling liquid in the second cooling liquid line.

[0043] The passenger compartment cold air line 141 includes a first cooling liquid branch line for cooling liquid to flow, and a cold air core 19 provided on the first cooling liquid branch line. The passenger compartment warm air line 142 includes a second cooling liquid branch line for cooling liquid to flow, and a warm air core 18 provided on the second cooling liquid branch line. The second fan 20 is provided at the warm air core 18 and the cold air core 19. The second fan 20 can be turned on or off as needed. The warm air core 18, the cold air core 19 and the second fan 20 can be provided near the passenger compartment 200 or inside the passenger compartment 200, so as to output warm air or cold air into the passenger compartment 200.

[0044] The battery assembly circuit 143 comprises a third coolant branch line for coolant to flow, which is configured to enable the coolant therein to thermally regulate the battery assembly 16. The battery assembly 16 may, for example, provide power to the vehicle. The electric drive assembly circuit 144 comprises a fourth coolant branch line for coolant to flow, which is configured to enable the coolant therein to thermally regulate the electric drive assembly 11. The electric drive assembly 11 may, for example, convert the power provided by the battery assembly 16 into power for the vehicle’s motion system, which may, for example, comprise components such as electric motor, motor controller, inverter, reducer, etc. The electric drive assembly circuit 144 further comprises a first radiator 13 provided on the fourth coolant branch line for heat exchange with the ambient air of the vehicle. A first fan 14 is provided at the first radiator 13. The first fan 14 may be turned on or off as required. The electric drive assembly circuit 144 further comprises a third water pump 10 provided on the third coolant branch line for pumping the coolant in the third coolant branch line.

[0045] Further, as shown, the battery assembly circuit 143 further comprises a proportional three-way valve 17 provided on the third coolant branch line. As shown, two ports of the proportional three-way valve 17 are connected between the first node N1 and the battery assembly 16, and its third port is connected from one end of the battery assembly 16 to the other end of the battery assembly 16 across the battery assembly 16. The valve opening of the proportional three-way valve 17 can be adjusted according to the temperature of the coolant in the third coolant branch line, so that the coolant in the third coolant branch line can all flow to the second node N2 to enter the first coolant circuit 120 or the second coolant circuit 130 to exchange heat with the refrigerant (as shown in the case of Figure 3 or 4), or part of the coolant flows to the second node N2 to exchange heat with the refrigerant, and part of the coolant flows back to the proportional three-way valve 17 to re-enter the battery assembly 16 for cooling / heating circulation under the action of the third water pump 10. The electric drive assembly circuit 144 further comprises a three-way valve 12 provided on the fourth coolant branch line for bypassing the first radiator 13. As shown, two ports of the three-way valve 12 are connected between the first radiator 13 and the first node N1, and its third port is connected to the electric drive assembly 11 across the first radiator 13, i.e. connected between the first radiator 13 and the electric drive assembly 11. The three-way valve 12 is used to bypass the first radiator 13, for example Figure 6 as shown, mainly in winter heating, depending on the ambient temperature. For example, when the temperature is too low to cause the first radiator 13 to absorb heat, the first radiator 13 can be bypassed to avoid heat loss. However, if the first radiator 13 is provided with an active air intake grille, the three-way valve 12 can be omitted.

[0046] As shown in the figure, the first coolant line 120, the second coolant line 130, the passenger cabin cold air line 141, the passenger cabin warm air line 142, the battery assembly line 143 and the electric drive assembly line 144 are all connected between the first node N1 and the second node N2. The first node N1 and the second node N2 are both controllable gating nodes, and the first node N1 and the second node N2 can be controlled to make the first coolant line 120 or the second coolant line 130 communicate with at least one of the passenger cabin cold air line 141, the passenger cabin warm air line 142, the battery assembly line 143 and the electric drive assembly line 144.

[0047] In the specific example shown in the figure, the first node N1 and the second node N2 are respectively implemented as a first six-way valve 6 and a second six-way valve 7. The first six-way valve 6 and the second six-way valve 7 can be six-way valves with the same structure and the same controllable functions. In the thermal management system 100 shown in the figure, the first coolant line 120 is connected between the first port A of the first six-way valve 6 and the first port A of the second six-way valve 7, the second coolant line 130 is connected between the second port E of the first six-way valve 6 and the second port E of the second six-way valve 7, the passenger cabin cold air line 141 is connected between the third port D of the first six-way valve 6 and the third port D of the second six-way valve 7, the passenger cabin warm air line 142 is connected between the fourth port B of the first six-way valve 6 and the fourth port B of the second six-way valve 7, the battery assembly line 143 is connected between the fifth port C of the first six-way valve 6 and the fifth port C of the second six-way valve 7, and the electric drive assembly line 144 is connected between the sixth port F of the first six-way valve 6 and the sixth port F of the second six-way valve 7. The first six-way valve 6 or the second six-way valve 7 can be controlled so that its first port A communicates with at least one of its fourth port B, fifth port C and sixth port F, so that the first coolant line 120 communicates with at least one of the passenger cabin warm air line 142, the battery assembly line 143 and the electric drive assembly line 144 to form a loop for circulating coolant. The first six-way valve 6 or the second six-way valve 7 can be controlled so that its second port E communicates with at least one of its third port D, fifth port C and sixth port F, so that the second coolant line 130 communicates with at least one of the passenger cabin cold air line 141, the battery assembly line 143 and the electric drive assembly line 144 to form a loop for circulating coolant.

[0048] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the first state, so that its first port A communicates with its sixth port F, and its second port E communicates with its third and fifth ports D and C, so that the first coolant line 120 communicates with the electric drive assembly line 144, and the second coolant line 130 communicates with the passenger cabin cold air line 141 and the battery assembly line 143, as shown in the working mode Figure 2 .

[0049] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the second state, so that the first port A thereof is in communication with the fifth and sixth ports C, F thereof, so that the first coolant line 120 is in communication with the battery assembly line 143 and the electric drive assembly line 144, as shown in the working mode. Figure 3 and Figure 6 .

[0050] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the third state, so that the first port A thereof is in communication with the fourth and sixth ports B, F thereof, and the second port E thereof is in communication with the third and fifth ports D, C thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142 and the electric drive assembly line 144, and the second coolant line 130 is in communication with the passenger cabin cold air line 141 and the battery assembly line 143, as shown in the working mode. Figure 4 .

[0051] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the fourth state, so that the first port A thereof is in communication with the fourth and fifth ports B, C thereof, and the second port E thereof is in communication with the sixth port F thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142 and the battery assembly line 143, and the second coolant line 130 is in communication with the electric drive assembly line 144, as shown in the working mode. Figure 5 .

[0052] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the fifth state, so that the first port A thereof is in communication with the fourth port B thereof, and the second port E thereof is in communication with the fifth and sixth ports C, F thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142, and the second coolant line 130 is in communication with the battery assembly line 143 and the electric drive assembly line 144, as shown in the working mode. Figure 7 .

[0053] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the sixth state, so that the first port A thereof is in communication with the fourth and sixth ports B, F thereof, and the second port E thereof is in communication with the third port D thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142 and the electric drive assembly line 144, and the second coolant line 130 is in communication with the passenger cabin cold air line 141, as shown in the working mode. Figure 8 .

[0054] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the seventh state, so that the first port A thereof is in communication with the fourth port B thereof, and the second port E thereof is in communication with the third, fifth and sixth ports D, C, F thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142, and the second coolant line 130 is in communication with the passenger cabin cold air line 141, the battery assembly line 143 and the electric drive assembly line 144, as shown in the working mode. Figure 9

[0055] The first six-way valve 6 and the second six-way valve 7 can be controlled to be in the eighth state, so that the first port A thereof is in communication with the fourth and fifth ports B, C thereof, and the second port E thereof is in communication with the third and sixth ports D, F thereof, so that the first coolant line 120 is in communication with the passenger cabin warm air line 142 and the battery assembly line 143, and the second coolant line 130 is in communication with the passenger cabin cold air line 141 and the electric drive assembly line 144, as shown in the working mode. Figure 10

[0056] The working process of the thermal management system 100 for a vehicle according to the embodiments of the present application in various modes will be described below with reference to Figures 2 to 10 In these figures, the solid line represents that the lines are in communication to form a loop and make the liquid (refrigerant or coolant) in the pipeline thereof circulate and flow, and the dashed line represents that the lines are not in communication so that the liquid in the pipeline thereof does not circulate and flow.

[0057] Figure 2 The working principle diagram of the thermal management system 100 for a vehicle according to the embodiments of the present application in the passenger cabin, battery refrigeration and electric drive assembly cooling mode is shown in Figure 1 As shown in the figure, in this working mode, the first port A of the first six-way valve 6 and the second six-way valve 7 is in communication with the sixth port F, so that the first coolant line 120 is in communication with the electric drive assembly line 144 to form a first coolant circulation loop to cool the electric drive assembly; the second port E is in communication with the third port D, so that the second coolant line 130 is in communication with the passenger cabin cold air line 141 to form a second coolant circulation loop to refrigerate the passenger cabin; and the second port E is also in communication with the fifth port C, so that the second coolant line 130 is also in communication with the battery assembly line 143 to form a third coolant circulation loop to refrigerate the battery assembly.

[0058] ​​The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. In the first cooling liquid circulation loop, the first water pump 8 works, the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, and then flows through the electric heater 15, the first six-way valve 6 and the three-way valve 12 to enter the radiator 13 to exchange heat with the air to release heat, and then enters the electric drive assembly 11 to absorb heat, and then returns to the first water pump 8 through the second six-way valve 7, so as to realize cooling of the electric drive assembly. In the second cooling liquid circulation loop, the second water pump 9 works, the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant to release heat, and then flows through the first six-way valve 6 to enter the cold air core 19. The cooling liquid entering the cold air core 19 absorbs the heat of the passenger compartment, and then returns to the second water pump 9 through the second six-way valve 7, so as to realize refrigeration of the passenger compartment. In the third cooling liquid circulation loop, the second water pump 9 and the third water pump 10 work, the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant to release heat, and then flows through the first six-way valve 6 to enter the proportional three-way valve 17, and then enters the battery assembly 16 through the third water pump 10. The cooling liquid absorbs the heat of the battery assembly 16, and then enters the proportional three-way valve 17 and the second six-way valve 7 respectively. The cooling liquid entering the second six-way valve 7 returns to the second water pump 9 through the second six-way valve 7, so as to realize refrigeration of the battery assembly. In this working mode, the first fan 14 works, the second fan 20 works, and the electric heater 15 does not work.

[0059] It can be seen that in this working mode, the second cooling liquid circulation loop and the third cooling liquid circulation loop share the second cooling liquid circuit 130. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the passenger compartment cold air circuit 141 and the battery assembly circuit 143 become two branches connected with the second cooling liquid circuit 130 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the second cooling liquid circuit 130 enters the passenger compartment cold air circuit 141 and the battery assembly circuit 143 respectively after passing through the first six-way valve 6.

[0060] Figure 3 For Figure 1 The working principle diagram of the thermal management system 100 for a vehicle in the battery and electric drive assembly cooling mode. As shown in the figure, in this working mode, the first port A of the first six-way valve 6 and the second six-way valve 7 is in communication with the fifth port C, so that the first cooling liquid circuit 120 is in communication with the battery assembly circuit 143 to form a fourth cooling liquid circulation loop to cool the battery assembly; the first port A is in communication with the sixth port F, so that the first cooling liquid circuit 120 is in communication with the electric drive assembly circuit 144 to form a first cooling liquid circulation loop to cool the electric drive assembly.

[0061] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are not working, and the refrigerant does not circulate and flow, and no heat exchange occurs in the evaporator 4 and the condenser 2. In the fourth cooling liquid circulation circuit, the first water pump 8 is working, and the cooling liquid flows through the condenser 2 without heat exchange, then flows through the electric heater 15 and the first six-way valve 6 into the proportional three-way valve 17, and then flows through the third water pump 10 into the battery assembly 16. The cooling liquid entering the battery assembly 16 absorbs the heat of the battery assembly 16, and then returns to the first water pump 8 through the second six-way valve 7, thereby achieving cooling of the battery assembly. The working process of the first cooling liquid circulation circuit is similar to that described above, except that no heat exchange occurs at the condenser 2, which will not be described again. In this working mode, the first fan 14 is working, the second fan 20 is not working, the second water pump 9 is not working, and the electric heater 15 is not working.

[0062] As can be seen, in this working mode, the first cooling liquid circulation circuit and the fourth cooling liquid circulation circuit share the first cooling liquid line 120. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the electric drive assembly line 144 and the battery assembly line 143 become two branches connected in parallel between the first node N1 and the second node N2 in connection with the first cooling liquid line 120, so that the cooling liquid in the first cooling liquid line 120 enters the electric drive assembly line 144 and the battery assembly line 143, respectively, after passing through the first six-way valve 6.

[0063] Figure 4 For Figure 1 The working principle diagram of the thermal management system 100 for a vehicle in the passenger compartment refrigeration and dehumidification, battery refrigeration, and electric drive assembly cooling mode. As shown, in this working mode, the first port A and the fourth port B of the first six-way valve 6 and the second six-way valve 7 are in communication, so that the first cooling liquid line 120 is in communication with the passenger compartment warm air line 142 to form a fifth cooling liquid circulation circuit to heat the passenger compartment; the first port A is in communication with the sixth port F, so that the first cooling liquid line 120 is in communication with the electric drive assembly line 144 to form a first cooling liquid circulation circuit to cool the electric drive assembly; the second port E is in communication with the third port D, so that the second cooling liquid line 130 is in communication with the passenger compartment cold air line 141 to form a second cooling liquid circulation circuit to refrigerate the passenger compartment; the second port E is also in communication with the fifth port C, so that the second cooling liquid line 130 is also in communication with the battery assembly line 143 to form a third cooling liquid circulation circuit to refrigerate the battery assembly.

[0064] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and flows, and heat exchange occurs in the evaporator 4 and the condenser 2. In the fifth cooling liquid circulation loop, the first water pump 8 works, the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, and then enters the heater core 18 after flowing through the electric heater 15 and the first six-way valve 6. The cooling liquid entering the heater core 18 releases heat to the passenger compartment, and returns to the first water pump 8 through the second six-way valve 7, thereby achieving heating of the passenger compartment. The working processes of the first cooling liquid circulation loop, the second cooling liquid circulation loop and the third cooling liquid circulation loop are similar to those described above, and will not be described here. In this working mode, the first fan 14 works, the second fan 20 works, and the electric heater 15 does not work. The second cooling liquid circulation loop and the fifth cooling liquid circulation loop work together to achieve the function of cooling and dehumidifying the passenger compartment.

[0065] As can be seen, in this working mode, the first cooling liquid circulation loop and the fifth cooling liquid circulation loop share the first cooling liquid line 120. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the electric drive assembly line 144 and the passenger compartment heater line 142 become two branches connected with the first cooling liquid line 120 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the first cooling liquid line 120 enters the electric drive assembly line 144 and the passenger compartment heater line 142 respectively after passing through the first six-way valve 6. In addition, the second cooling liquid circulation loop and the third cooling liquid circulation loop share the second cooling liquid line 130. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the passenger compartment cold air line 141 and the battery assembly line 143 become two branches connected with the second cooling liquid line 130 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the second cooling liquid line 130 enters the passenger compartment cold air line 141 and the battery assembly line 143 respectively after passing through the first six-way valve 6.

[0066] Figure 5 For Figure 1 The working principle diagram of the heat management system 100 for vehicles in the passenger compartment and battery heating mode. As shown, in this working mode, the first port A and the fourth port B of the first six-way valve 6 and the second six-way valve 7 are in communication, so that the first cooling liquid line 120 is in communication with the passenger compartment heater line 142 to form the fifth cooling liquid circulation loop to heat the passenger compartment; the first port A and the fifth port C are in communication, so that the first cooling liquid line 120 is in communication with the battery assembly line 143 to form the fourth cooling liquid circulation loop to heat the battery assembly; the second port E and the sixth port F are in communication, so that the second cooling liquid line 130 is in communication with the electric drive assembly line 144 to form the sixth cooling liquid circulation loop to cool the electric drive assembly.

[0067] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. In the sixth cooling liquid circulation circuit, the second water pump 9 works, the cooling liquid exchanges heat with the refrigerant in the evaporator 4 to release heat, enters the radiator 13 through the first six-way valve 6 and the three-way valve 12, absorbs the external air heat, and then enters the electric drive assembly 11 to absorb heat, and returns to the second water pump 9 through the second six-way valve 7, so as to realize the cooling of the electric drive assembly. The working process of the fifth cooling liquid circulation circuit is similar to the above description, which will not be repeated here. The difference is that the electric heater 15 can be turned on as needed in this working mode. In the fourth cooling liquid circulation circuit, the first water pump 8 and the third water pump 10 work, the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 15 and the first six-way valve 6, enters the proportional three-way valve 17, and then enters the battery assembly 16 through the third water pump 10. The cooling liquid entering the battery assembly 16 releases heat to the battery assembly 16, and returns to the first water pump 8 through the second six-way valve 7, so as to realize the heating of the battery assembly. As described above, the electric heater 15 can be turned on as needed in this working mode, for example, when the heat absorbed from the environment and the waste heat of the electric drive assembly 11 are insufficient to make the passenger compartment and the battery assembly 16 reach the required temperature, the electric heater 15 can be turned on to heat the incoming cooling liquid. In this working mode, the first fan 14 and the second fan 20 are both working.

[0068] It can be seen that in this working mode, the fourth cooling liquid circulation circuit and the fifth cooling liquid circulation circuit share the first cooling liquid circuit 120. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the battery assembly circuit 143 and the passenger compartment heating circuit 142 become two branches connected with the first cooling liquid circuit 120 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the first cooling liquid circuit 120 enters the battery assembly circuit 143 and the passenger compartment heating circuit 142 respectively after passing through the first six-way valve 6. It should be noted that the fourth cooling liquid circulation circuit in this working mode is the same as the fourth cooling liquid circulation circuit in the working mode shown in FIG. 6 in terms of circuit structure and cooling liquid flow direction, but the difference between the temperature of the circulating cooling liquid and the temperature of the battery assembly 16 in the circuit is different, so the functions of the fourth cooling liquid circulation circuit in the two working modes are different. Similar situations also exist in the working modes described below, which will not be repeated here. Figure 3

[0069] Figure 6 For Figure 1 ​The working principle diagram of the thermal management system 100 for vehicles of the present application works in the electric heater and electric drive assembly waste heat heating battery mode. As shown in the figure, in this working mode, the first port A of the first six-way valve 6 and the second six-way valve 7 communicates with the fifth port C, so that the first coolant circuit 120 communicates with the battery assembly circuit 143 to form the fourth coolant circulation loop to heat the battery assembly; the first port A communicates with the sixth port F, so that the first coolant circuit 120 communicates with the electric drive assembly circuit 144 to form the first coolant circulation loop to cool the electric drive assembly.

[0070] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are not working, and the refrigerant does not circulate and flow, and heat exchange does not occur in the evaporator 4 and the condenser 2. In the first coolant circulation loop and the fourth coolant circulation loop, the first water pump 8 and the third water pump 10 work, and the coolant flows into the condenser 2 to absorb the heat released by the refrigerant, and then enters the three-way valve 12 and the proportional three-way valve 17 after flowing through the electric heater 15 and the first six-way valve 6. The coolant entering the three-way valve 12 flows into the electric drive assembly 11 to absorb heat and returns to the first water pump 8 through the second six-way valve 7; the coolant entering the proportional three-way valve 17 enters the battery assembly 16 through the third water pump 10, releases heat to the battery assembly 16, and then returns to the first water pump 8 through the second six-way valve 7, thereby realizing heating the battery with the electric drive assembly waste heat. As can be seen, in this working mode, the first coolant circulation loop and the fourth coolant circulation loop share the first coolant circuit 120. In this working mode, the first fan 14 does not work, the second fan 20 does not work, and the second water pump 9 does not work. When the waste heat absorbed from the electric drive assembly 11 is not enough to make the battery assembly 16 reach the required temperature, the electric heater 15 can be turned on to heat the flowing coolant, thereby realizing heating the battery with both the electric heater and the electric drive assembly waste heat.

[0071] Figure 7 For Figure 1 The working principle diagram of the thermal management system 100 for vehicles of the present application works in the passenger compartment heating and battery cooling mode. As shown in the figure, in this working mode, the first port A of the first six-way valve 6 and the second six-way valve 7 communicates with the fourth port B, so that the first coolant circuit 120 communicates with the passenger compartment heating circuit 142 to form the fifth coolant circulation loop to heat the passenger compartment; the second port E communicates with the fifth port C, so that the second coolant circuit 130 also communicates with the battery assembly circuit 143 to form the third coolant circulation loop to cool the battery assembly; the second port E communicates with the sixth port F, so that the second coolant circuit 130 communicates with the electric drive assembly circuit 144 to form the sixth coolant circulation loop to cool the electric drive assembly.

[0072] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. In the fifth cooling liquid circulation loop, the first water pump 8 works, the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 15 and the first six-way valve 6, and then enters the heater core 18, the cooling liquid releases heat to the passenger compartment, and then returns to the first water pump 8 through the second six-way valve 7, so as to realize heating of the passenger compartment. In the third cooling liquid circulation loop, the second water pump 9 and the third water pump 10 work, the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant and release heat, flows into the proportional three-way valve 17 through the first six-way valve 6, and then flows into the battery assembly 16. After the cooling liquid absorbs the heat of the battery assembly 16, the cooling liquid enters the proportional three-way valve 17 and the second six-way valve 7 respectively, the cooling liquid entering the second six-way valve 7 returns to the second water pump 9, and the cooling liquid entering the proportional three-way valve 17 enters the battery assembly 16 again through the proportional three-way valve 17 under the action of the third water pump 10. In this way, the battery assembly is cooled. In the sixth cooling liquid circulation loop, the second water pump 9 works, the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant and release heat, flows into the three-way valve 12 through the first six-way valve 6, and then flows into the radiator 13. The cooling liquid entering the radiator 13 absorbs the heat of the external air, and then enters the electric drive assembly 11 to absorb the heat, and then returns to the second water pump 9 through the second six-way valve 7, so as to realize cooling of the electric drive assembly. In this working mode, the first fan 14 works, and the second fan 20 works. In this way, this working mode provides the function of heating the passenger compartment by absorbing heat from the environment, waste heat from the electric drive assembly 11 and the battery assembly 16. When the heat absorbed from the environment, the waste heat of the electric drive assembly 11 and the waste heat of the battery assembly 16 are insufficient to make the passenger compartment reach the required temperature, the electric heater 15 can be started to heat the cooling liquid flowing in.

[0073] It can be seen that in this working mode, the third cooling liquid circulation loop and the sixth cooling liquid circulation loop share the second cooling liquid circuit 130. That is to say, by controlling the first six-way valve 6 and the second six-way valve 7, the battery assembly circuit 143 and the electric drive assembly circuit 144 become two branches connected with the second cooling liquid circuit 130 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the second cooling liquid circuit 130 enters the battery assembly circuit 143 and the electric drive assembly circuit 144 respectively after passing through the first six-way valve 6.

[0074] Figure 8 For Figure 1Fig. 2 is a schematic diagram of the working principle of the heat management system 100 for a vehicle in a passenger cabin heating and radiator defrosting mode. As shown in the figure, in this working mode, the first port A and the fourth port B of the first six-way valve 6 and the second six-way valve 7 are communicated, so that the first coolant circuit 120 is communicated with the passenger cabin warm air circuit 142 to form a fifth coolant circulation loop to heat the passenger cabin; the first port A and the sixth port F are communicated, so that the first coolant circuit 120 is communicated with the electric drive assembly circuit 144 to form a first coolant circulation loop to defrost the radiator; the second port E and the third port D are communicated, so that the second coolant circuit 130 is communicated with the passenger cabin cold air circuit 141 to form a second coolant circulation loop to cool the passenger cabin.

[0075] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. In the fifth coolant circulation loop, the first water pump 8 works, the coolant flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 15 and the first six-way valve 6, and then enters the warm air core 18. The coolant entering the warm air core 18 releases heat to the passenger cabin, and returns to the first water pump 8 through the second six-way valve 7, so as to heat the passenger cabin. In the first coolant circulation loop, the first water pump 8 works, the coolant flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 15 and the first six-way valve 6, and then enters the three-way valve 12 and the radiator 13. The coolant entering the radiator 13 releases heat to melt the frost on the core surface, and then enters the electric drive assembly 11 to absorb heat, and returns to the first water pump 8 through the second six-way valve 7, so as to defrost the radiator 13 and cool the electric drive assembly 11.

[0076] In the second coolant circulation loop, the second water pump 9 works, the coolant flows into the evaporator 4 to exchange heat with the refrigerant and release heat, enters the cold air core 19 through the first six-way valve 6, absorbs the heat of the passenger cabin, returns to the second water pump 9 through the second six-way valve 7, so as to cool the passenger cabin. It should be noted that in this mode, the function of the second coolant circulation loop is only to absorb part of the heat of the passenger cabin to defrost the radiator 13, rather than to truly cool the passenger cabin, because the main purpose of this mode is still to heat the passenger cabin. Therefore, although the coolant in the second coolant circulation loop for cooling the passenger cabin circulates, the function provided by this mode is still passenger cabin heating and radiator defrosting. In this working mode, the first fan 14 does not work, and the second fan 20 works. When the heat absorbed from the environment and the waste heat of the electric drive assembly 11 are insufficient to make the passenger cabin reach the required temperature or cannot complete defrosting, the electric heater 15 is turned on to heat the flowing coolant.

[0077] As can be seen, in this working mode, the first cooling liquid circulation loop and the fifth cooling liquid circulation loop share the first cooling liquid line 120. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the electric drive assembly line 144 and the passenger cabin warm air line 142 become two branches connected in parallel between the first node N1 and the second node N2 with the first cooling liquid line 120, so that the cooling liquid in the first cooling liquid line 120 enters the electric drive assembly line 144 and the passenger cabin warm air line 142, respectively, after passing through the first six-way valve 6.

[0078] Figure 9 For Figure 1 the working principle diagram of the heat management system 100 for a vehicle working in the passenger cabin heating and dehumidifying and battery cooling mode. As shown in the figure, in this working mode, the first port A and the fourth port B of the first six-way valve 6 and the second six-way valve 7 are in communication, so that the first cooling liquid line 120 is in communication with the passenger cabin warm air line 142 to form the fifth cooling liquid circulation loop to heat the passenger cabin; the second port E and the fifth port C are in communication, so that the second cooling liquid line 130 is also in communication with the battery assembly line 143 to form the third cooling liquid circulation loop to cool the battery assembly; the second port E and the third port D are in communication, so that the second cooling liquid line 130 is in communication with the passenger cabin cold air line 141 to form the second cooling liquid circulation loop to cool the passenger cabin; the second port E and the sixth port F are in communication, so that the second cooling liquid line 130 is in communication with the electric drive assembly line 144 to form the sixth cooling liquid circulation loop to cool the electric drive assembly.

[0079] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. The working process of the fifth cooling liquid circulation circuit is similar to the above description, which will not be repeated here. In the second, third and sixth cooling liquid circulation circuits, the second water pump 9 and the third water pump 10 work, the cooling liquid exchanges heat with the refrigerant in the evaporator 4 to release heat, flows through the electric heater 15 and the first six-way valve 6, enters the three-way valve 12, the cold air core 19 and the proportional three-way valve 17. The cooling liquid entering the three-way valve 12 passes through it and enters the radiator 13 to absorb external air heat, and then enters the electric drive assembly 11 to absorb heat, and returns to the second water pump 9 through the second six-way valve 7 to cool the electric drive assembly; the cooling liquid entering the cold air core 19 absorbs the heat of the passenger compartment, and returns to the second water pump 9 through the second six-way valve 7 to cool the passenger compartment; the cooling liquid entering the proportional three-way valve 17 enters the battery assembly 16 through the third water pump 10, absorbs the heat of the battery assembly 16, and then returns to the second water pump 9 through the second six-way valve 7 to cool the battery assembly. It should be noted that although the passenger compartment heating line 142 (in the fifth cooling liquid circulation circuit) and the passenger compartment cold air line 141 (in the second cooling liquid circulation circuit) are connected at the same time, the main purpose of this mode is to heat the passenger compartment, so the cooling liquid circulating in the second cooling liquid circulation circuit only absorbs part of the heat of the passenger compartment, thereby realizing the function of heating and dehumidifying the passenger compartment. In this working mode, the first fan 14 works, and the second fan 20 works. When the heat absorbed from the environment, the waste heat of the electric drive assembly 11 and the waste heat of the battery assembly 16 are not enough to make the passenger compartment reach the required temperature, the electric heater 15 is turned on to heat the incoming cooling liquid. When the ambient temperature is too low and the refrigerant cannot absorb the ambient heat, the three-way valve 12 is only connected with the electric assembly 11, and the radiator 13 is bypassed.

[0080] As can be seen, in this working mode, the third cooling liquid circulation circuit, the second cooling liquid circulation circuit and the sixth cooling liquid circulation circuit share the second cooling liquid line 130. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the battery assembly line 143, the passenger compartment cold air line 141 and the electric drive assembly line 144 become three branches connected with the second cooling liquid line 130 and connected in parallel between the first node N1 and the second node N2, so that the cooling liquid in the second cooling liquid line 130 enters the battery assembly line 143, the passenger compartment cold air line 141 and the electric drive assembly line 144 respectively after passing through the first six-way valve 6.

[0081] Figure 10 For Figure 1Fig. 6 is a schematic diagram of the working principle of the heat management system 100 for a vehicle in a passenger cabin heating and dehumidifying mode. In this working mode, the first port A of the first six-way valve 6 and the fourth port B are connected, so that the first cooling liquid circuit 120 is connected with the passenger cabin warm air circuit 142 to form a fifth cooling liquid circulation loop to heat the passenger cabin; the first port A and the fifth port C are connected, so that the first cooling liquid circuit 120 is connected with the battery assembly circuit 143 to form a fourth cooling liquid circulation loop to heat the battery assembly; the second port E and the third port D are connected, so that the second cooling liquid circuit 130 is connected with the passenger cabin cold air circuit 141 to form a second cooling liquid circulation loop to cool the passenger cabin; the second port E and the sixth port F are connected, so that the second cooling liquid circuit 130 is connected with the electric drive assembly circuit 144 to form a sixth cooling liquid circulation loop to cool the electric drive assembly.

[0082] The compressor 1 and the expansion valve 3 in the refrigerant circuit 110 are all working, the refrigerant circulates and exchanges heat in the evaporator 4 and the condenser 2. The working process of the fifth cooling liquid circulation loop is similar to the above description, which is not repeated here. In the fourth cooling liquid circulation loop, the first water pump 8 works, the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 15 and the first six-way valve 6, and then enters the proportional three-way valve 17, and then enters the battery assembly 16 under the action of the third water pump 10. The cooling liquid entering the battery assembly 16 releases heat to the battery assembly 16, and then enters the second six-way valve 7 and the proportional three-way valve 17, respectively. The cooling liquid entering the second six-way valve 7 returns to the first water pump 8 through the second six-way valve 7, and the cooling liquid entering the proportional three-way valve 17 continues to circulate into the battery assembly 16, thereby achieving heating of the battery assembly. As described above, the valve opening degree of the proportional three-way valve 17 can be adjusted according to the temperature of the cooling liquid and the heating demand of the battery assembly 16. As described above, the electric heater 15 can be turned on as needed in this working mode, for example, when the heat absorbed from the environment and the waste heat of the electric drive assembly 11 are insufficient to make the passenger cabin or the battery assembly 16 reach the required temperature, the electric heater 15 can be turned on to heat the incoming cooling liquid. The working processes of the second and sixth cooling liquid circulation loops are similar to the above description, which are not repeated here. It should be noted that although the passenger cabin warm air circuit 142 (in the fifth cooling liquid circulation loop) and the passenger cabin cold air circuit 141 (in the second cooling liquid circulation loop) are connected at the same time, the main purpose of this mode is to heat the passenger cabin, so the cooling liquid circulating in the second cooling liquid circulation loop only absorbs part of the heat of the passenger cabin, thereby realizing the function of heating and dehumidifying the passenger cabin. In this working mode, the first fan 14 works, and the second fan 20 works.

[0083] It can be seen that in this working mode, the fourth cooling liquid circulation loop and the fifth cooling liquid circulation loop share the first cooling liquid line 120. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the battery assembly line 143 and the passenger cabin warm air line 142 become two branches connected in parallel between the first node N1 and the second node N2 in connection with the first cooling liquid line 120, so that the cooling liquid in the first cooling liquid line 120 enters the battery assembly line 143 and the passenger cabin warm air line 142, respectively, after passing through the first six-way valve 6. In addition, the second cooling liquid circulation loop and the sixth cooling liquid circulation loop share the second cooling liquid line 130. That is, by controlling the first six-way valve 6 and the second six-way valve 7, the passenger cabin cold air line 141 and the electric drive assembly line 144 become two branches connected in parallel between the first node N1 and the second node N2 in connection with the second cooling liquid line 130, so that the cooling liquid in the second cooling liquid line 130 enters the passenger cabin cold air line 141 and the electric drive assembly line 144, respectively, after passing through the first six-way valve 6.

[0084] Although the present application has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood that the foregoing is intended to be illustrative only and not limiting of the scope of the application. Many modifications and variations are possible in light of the above teachings without departing from the spirit and scope of the application.

Claims

1. A thermal management system for a vehicle, characterized by, comprises: a refrigerant circuit comprising a compressor, a condenser, an expansion valve, an evaporator and a gas-liquid separator connected in series by refrigerant connecting lines; and a first coolant line, a second coolant line, a passenger cabin cold air line, a passenger cabin warm air line, a battery assembly line and an electric drive assembly line connected between a first node and a second node, wherein, the first coolant line comprises a first coolant line connected to the condenser so that the coolant in the first coolant line exchanges heat with the refrigerant in the condenser; the second coolant line comprises a second coolant line connected to the evaporator so that the coolant in the second coolant line exchanges heat with the refrigerant in the evaporator; the passenger cabin cold air line comprises a first coolant branch line and a cold air core provided thereon; the passenger cabin warm air line comprises a second coolant branch line and a warm air core provided thereon; the battery assembly line comprises a third coolant branch line configured to enable the coolant therein to thermally regulate the battery assembly; the electric drive assembly line comprises a fourth coolant branch line configured to enable the coolant therein to thermally regulate the electric drive assembly; wherein the first node and the second node are both controllable gating nodes, and wherein the first node and the second node can be controlled to enable the first coolant line or the second coolant line to communicate with at least one of the passenger cabin cold air line, the passenger cabin warm air line, the battery assembly line and the electric drive assembly line.

2. The thermal management system of claim 1, wherein, The first node and the second node are respectively realized as a first six-way valve and a second six-way valve.

3. The thermal management system of claim 2, wherein, the first coolant line is connected between a first port of the first six-way valve and a first port of the second six-way valve; the second coolant line is connected between a second port of the first six-way valve and a second port of the second six-way valve; the passenger cabin cold air line is connected between a third port of the first six-way valve and a third port of the second six-way valve; the passenger cabin warm air line is connected between a fourth port of the first six-way valve and a fourth port of the second six-way valve; the battery assembly line is connected between a fifth port of the first six-way valve and a fifth port of the second six-way valve; and the electric drive assembly line is connected between a sixth port of the first six-way valve and a sixth port of the second six-way valve.

4. The thermal management system of claim 3, wherein, The first six-way valve or the second six-way valve can be controlled so that its first port communicates with at least one of its fourth port, fifth port and sixth port.

5. The thermal management system of claim 3, wherein, The first six-way valve or the second six-way valve can be controlled so that its second port communicates with at least one of its third port, fifth port and sixth port.

6. The thermal management system of claim 3, wherein, The first six-way valve and the second six-way valve can be controlled to: are all in the first state such that the first port thereof is in communication with the sixth port thereof, the second port thereof is in communication with the third and fifth ports thereof; are all in the second state such that the first port thereof is in communication with the fifth and sixth ports thereof; are all in the third state such that the first port thereof is in communication with the fourth and sixth ports thereof, the second port thereof is in communication with the third and fifth ports thereof; are all in the fourth state such that the first port thereof is in communication with the fourth and fifth ports thereof, the second port thereof is in communication with the sixth port thereof; are all in the fifth state such that the first port thereof is in communication with the fourth port thereof, the second port thereof is in communication with the fifth and sixth ports thereof; are all in the sixth state such that the first port thereof is in communication with the fourth and sixth ports thereof, the second port thereof is in communication with the third port thereof; are all in the seventh state such that the first port thereof is in communication with the fourth port thereof, the second port thereof is in communication with the third, fifth and sixth ports thereof; or are all in the eighth state such that the first port thereof is in communication with the fourth and fifth ports thereof, the second port thereof is in communication with the third and sixth ports thereof. 7.The thermal management system of claim 1, wherein the first coolant circuit further comprises an electric heater arranged on the first coolant pipeline for heating the coolant flowing out of the condenser; and / or the electric drive assembly circuit further comprises a first radiator arranged on the fourth coolant branch pipeline for exchanging heat with ambient air of the vehicle. 8.The thermal management system of claim 7, wherein the battery assembly circuit further comprises a proportional three-way valve arranged on the third coolant branch pipeline for adjusting an opening degree of the valve according to a temperature of the coolant in the third coolant branch pipeline; and / or the electric drive assembly circuit further comprises a three-way valve arranged on the fourth coolant branch pipeline for bypassing the first radiator. 9.The thermal management system of claim 1, wherein the first coolant circuit further comprises a first water pump arranged on the first coolant pipeline; the second coolant circuit further comprises a second water pump arranged on the second coolant pipeline; and / or the battery assembly circuit further comprises a third water pump arranged on the third coolant branch pipeline.

10. A vehicle characterized by comprising: A vehicle comprising the thermal management system of any one of claims 1-9.

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