Thermal management system for vehicle

Abstract

The utility model discloses a thermal management system for a vehicle. The thermal management system comprises a refrigerant loop, a first cooling liquid circuit, a second cooling liquid circuit, a passenger compartment thermal management circuit, an electrical component thermal management circuit, a first communication device and a second communication device. The first cooling liquid circuit, the second cooling liquid circuit, the passenger compartment thermal management circuit and the electrical assembly thermal management circuit are all connected between the first communication device and the second communication device. The first communication device and the second communication device can be controlled to enable the first cooling liquid circuit to be communicated with the passenger compartment thermal management circuit, and / or enable the first cooling liquid circuit to be communicated with the electrical component thermal management circuit. And / or the second cooling liquid circuit is communicated with the passenger compartment thermal management circuit, and / or the second cooling liquid circuit is communicated with the electrical component thermal management circuit.

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 the key factor affecting the automobile energy efficiency and comfort, and the selection and application of refrigerant play 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 system 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;First cooling liquid line, the first cooling liquid line is thermally coupled with the condenser, to make that cooling liquid in the first cooling liquid line exchanges heat with refrigerant in the condenser;Second cooling liquid line, the second cooling liquid line is thermally coupled with the evaporator, to make that cooling liquid in the second cooling liquid line exchanges heat with refrigerant in the evaporator;Occupant cabin thermal management line;Electrical component thermal management line;First communication device;And second communication device, wherein, the first cooling liquid line is connected between the first input port of the first communication device and the first output port of the second communication device, the second cooling liquid line is connected between the second input port of the first communication device and the second output port of the second communication device, the occupant cabin thermal management line is connected between the first output port of the first communication device and the first input port of the second communication device, the electrical component thermal management line is connected between the second output port of the first communication device and the second input port of the second communication device, the first communication device can be controlled to connect its first input port and its first output port, and the second communication device can be controlled to connect its first input port and its first output port, to make that the first cooling liquid line is communicated with the occupant cabin thermal management line;The first communication device can be controlled to connect its first input port and its second output port, and the second communication device can be controlled to connect its second input port and its first output port, to make that the first cooling liquid line is communicated with the electrical component thermal management line;The first communication device can be controlled to connect its second input port and its first output port, and the second communication device can be controlled to connect its first input port and its second output port, to make that the second cooling liquid line is communicated with the occupant cabin thermal management line;The first communication device can be controlled to connect its second input port and its second output port, and the second communication device can be controlled to connect its second input port and its second output port, to make that the second cooling liquid line is communicated with the electrical component thermal management line.

[0007] According to a specific embodiment of the utility model, the passenger cabin thermal management circuit includes a passenger cabin refrigeration circuit and a passenger cabin heating circuit connected in parallel, the first output port of the first communication device includes a refrigeration output port and a heating output port, the first input port of the second communication device includes a refrigeration input port and a heating input port, the passenger cabin refrigeration circuit is connected between the refrigeration output port of the first communication device and the refrigeration input port of the second communication device, the passenger cabin heating circuit is connected between the heating output port of the first communication device and the heating input port of the second communication device, the first communication device can be controlled to communicate its first input port and its heating output port, and the second communication device can be controlled to communicate its heating input port and its first output port, so that the first cooling liquid circuit and the passenger cabin heating circuit form a first cooling liquid circulation loop, the first communication device can be controlled to communicate its second input port and its refrigeration output port, and the second communication device can be controlled to communicate its refrigeration input port and its second output port, so that the second cooling liquid circuit and the passenger cabin refrigeration circuit form a second cooling liquid circulation loop.

[0008] According to a specific embodiment of the utility model, the electrical component thermal management circuit includes a battery thermal management circuit and an electric drive thermal management circuit connected in parallel, the second output port of the first communication device includes a battery output port and an electric drive output port, the second input port of the second communication device includes a battery input port and an electric drive input port, the battery thermal management circuit is connected between the battery output port of the first communication device and the battery input port of the second communication device, the electric drive thermal management circuit is connected between the electric drive output port of the first communication device and the electric drive input port of the second communication device, the first communication device can be controlled to communicate its first input port and its battery output port, and the second communication device can be controlled to communicate its battery input port and its first output port, so that the first cooling liquid circuit and the battery thermal management circuit form a third cooling liquid circulation loop, the first communication device can be controlled to communicate its first input port and its electric drive output port, and the second communication device can be controlled to communicate its electric drive input port and its first output port, so that the first cooling liquid circuit and the electric drive thermal management circuit form a fourth cooling liquid circulation loop, the first communication device can be controlled to communicate its second input port and its battery output port, and the second communication device can be controlled to communicate its battery input port and its second output port, so that the second cooling liquid circuit and the battery thermal management circuit form a fifth cooling liquid circulation loop, the first communication device can be controlled to communicate its second input port and its electric drive output port, and the second communication device can be controlled to communicate its electric drive input port and its second output port, so that the second cooling liquid circuit and the electric drive thermal management circuit form a sixth cooling liquid circulation loop.

[0009] According to a specific embodiment of the utility model, the first cooling liquid circuit includes an electric heater connected in series with the condenser, for heating the cooling liquid flowing out of the condenser.

[0010] According to a specific embodiment of the utility model, the electric drive thermal management circuit includes a first radiator connected in series with the electric drive component, for heat exchange with the ambient air of the vehicle.

[0011] According to a specific embodiment of the utility model, the electric drive thermal management circuit further includes a three-way valve for bypassing the first radiator.

[0012] According to a specific embodiment of the utility model, the first communication device is a first five-way valve, and the second communication device is a second five-way valve.

[0013] According to a specific embodiment of the utility model, the heating output port and the battery output port of the first communication device are realized as the same port of the first five-way valve, and the heating input port and the battery input port of the second communication device are realized as the same port of the second five-way valve.

[0014] According to a specific embodiment of the utility model, the same port of the first five-way valve is connected to the first port of a first proportional three-way valve, and the second port and the third port of the first proportional three-way valve are respectively connected to the passenger cabin heating circuit and the battery thermal management circuit.

[0015] According to a specific embodiment of the utility model, the battery thermal management circuit comprises a second radiator for heat exchange with the ambient air of the vehicle, and the second radiator is connected in parallel across the battery assembly via a second proportional three-way valve to form a seventh cooling liquid circulation loop with the battery assembly.

[0016] The second aspect of the utility model embodiment discloses a vehicle comprising the above thermal management system.

[0017] The above technical scheme is adopted, and the utility model has the following beneficial effects:

[0018] 1. The thermal management system is suitable for using the environment-friendly refrigerant R290, which makes the thermal management system environment-friendly and expands the temperature range of the heat pump, so that the heat pump system can operate at a lower ambient temperature.

[0019] 2. The refrigerant circuit does not have a device for cooling / heating the passenger cabin, but uses a cooling liquid circulation loop to cool / heat the passenger cabin, which makes it possible to set the refrigerant circuit in a space away from the passenger cabin to ensure personal safety.

[0020] 3. The structure of the refrigerant circuit is simplified, and the expansion valve, stop valve and other valve parts in the refrigerant circuit and the pipeline are saved, which is conducive to the simplification of the control logic of the thermal management system.

[0021] 4. The cooling liquid (instead of the refrigerant) after heat exchange is used to heat / cool the passenger cabin and the electrical assembly, which is conducive to setting the refrigerant circuit in a well-ventilated area to prevent the refrigerant from reaching the flammable concentration after leakage; and is conducive to setting the refrigerant circuit in a space away from electronic components to reduce the risk of ignition source.

[0022] 5. The functions of heating, cooling and dehumidifying the passenger cabin can be provided, and the functions of cooling and heating the battery of the electric vehicle and cooling the electric drive system and waste heat utilization can be provided.

[0023] 6. Using a five-way valve as a controllable selective connection device simplifies and saves valves and pipelines in the thermal management system while achieving the above functions, which is conducive to modular integration and creates conditions for saving vehicle space. Attached Figure Description

[0024] FIG. 1A This is a structural diagram of a thermal management system for a vehicle according to an embodiment of the present invention;

[0025] FIG. 1B for FIG. 1A A structural diagram of the refrigerant circuit used in the thermal management system of a vehicle;

[0026] FIG. 1C for FIG. 1A A structural diagram of the first coolant circuit used in the thermal management system of a vehicle;

[0027] FIG. 1D for FIG. 1A A structural diagram of the second coolant circuit used in the thermal management system of a vehicle;

[0028] FIG. 2 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system in battery cooling and electric drive system cooling modes.

[0029] FIG. 3 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system in passenger compartment cooling, battery cooling, and electric drive system cooling modes.

[0030] FIG. 4 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system in passenger compartment cooling, battery cooling, and electric drive system cooling modes.

[0031] FIG. 5 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system in passenger compartment dehumidification, battery cooling, and electric drive system cooling modes.

[0032] FIG. 6 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system operating in a mode where the electric heater and the waste heat from the electric drive system heat the battery.

[0033] FIG. 7 for FIG. 1A A schematic diagram illustrating the working principle of a vehicle's thermal management system in both passenger compartment and battery heating modes.

[0034] FIG. 8 for FIG. 1AWorking principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and battery cooling mode of the present disclosure;

[0035] FIG. 9 For FIG. 1A Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and battery cooling mode of the present disclosure;

[0036] FIG. 10 For FIG. 1A Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and battery cooling mode of the present disclosure;

[0037] FIG. 11 For FIG. 1A Working principle diagram of a thermal management system for a vehicle working in a passenger cabin heating and battery cooling mode of the present disclosure. DETAILED DESCRIPTION

[0038] The above and other advantages and effects of the present application will become readily apparent to those of ordinary skill in the art from the following description in conjunction with the accompanying drawings. Although the description of the present application will be made with reference to preferred embodiments of the application, it will be understood that the application is not limited to the preferred embodiments. Rather, the preferred embodiments are provided to enable those of ordinary skill in the art to best understand the application. The description of the preferred embodiments will be made with reference to the accompanying drawings. The following description is made with reference to the accompanying drawings in which:

[0039] It should be noted that in this specification, similar reference numbers and letters in the following drawings represent similar items, and thus, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0040] In the description of the present embodiments, unless otherwise specified, the terms "front", "rear", "upper", "lower", "top", "bottom", and the like indicate the orientation or positional relationship based on the orientation or positional relationship indicated in the drawings, and are merely for the convenience of describing the present application and simplifying the description, and thus, cannot be understood as indicating or implying that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus, cannot be understood as limiting the present application.

[0041] The terms "first", "second", and the like are merely used to distinguish descriptions, and cannot be understood as indicating or implying relative importance.

[0042] In the description of the embodiments, 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, or it can be connected inside two elements. For those skilled in the art, the specific meaning of the above terms in the embodiments can be understood according to the specific circumstances.

[0043] In order to make the purpose, technical scheme and advantages of the utility model clearer, the embodiments of the utility model will be described in further detail below with reference to the drawings.

[0044] FIG. 1A The structure diagram of the heat management system 100 for vehicle according to the embodiments of the utility model. The heat management system 100 includes a refrigerant circuit 110, a first coolant line 120, a second coolant line 130, a passenger compartment heat management line (including, for example, a passenger compartment refrigeration line 141, a passenger compartment heating line 142), an electrical component heat management line (including, for example, a battery heat management line 143, an electric drive heat management line 144), a first communication device N1 and a second communication device N2.

[0045] As shown in FIG. 1B 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 through a refrigerant connecting pipeline. When the refrigerant circuit 110 is working, the high-temperature and high-pressure superheated gaseous refrigerant, for example R290, flows out from the compressor 1 into the condenser 2. The refrigerant exchanges heat with the coolant (for example, the coolant in the first coolant line 120) in the condenser 2, and becomes subcooled liquid refrigerant after condensing and releasing heat, and flows into the expansion valve 3 for throttling, and becomes low-temperature and low-pressure gas-liquid two-phase refrigerant. Then it flows into the evaporator 4 to exchange heat with the coolant (for example, the coolant in the second coolant line 130), absorbs heat and flows into the gas-liquid separator 5 for gas-liquid separation, and finally the low-temperature and low-pressure refrigerant returns to the compressor 1 for compression. In this way, the refrigerant circulates in the refrigerant circuit 110.

[0046] As shown in FIG. 1C The first coolant line 120 includes a pipeline for the flow of coolant, which is connected to the condenser 2 in the refrigerant circuit 110, so that the first coolant line 120 is thermally coupled with the refrigerant circuit 110, so that the coolant in the first coolant line 120 exchanges heat with the refrigerant in the condenser 2, and absorbs the heat released by the refrigerant. In addition, in FIG. 1AIn the specific example of the thermal management system 100 shown, the first coolant circuit 120 further comprises an electric heater 7 connected in series with the condenser 2, for heating the coolant flowing out of the condenser 2. The electric heater 7 can be turned on or off as needed. As shown, FIG. 1D As shown, the second coolant circuit 130 comprises a line for the coolant to flow, the line being connected to the evaporator 4 in the refrigerant circuit 110, so that the second coolant circuit 130 is thermally coupled with the refrigerant circuit 110, so that the coolant in the second coolant circuit 130 exchanges heat with the refrigerant in the evaporator 4, releasing heat.

[0047] The first coolant circuit 120 is connected between the first input port A of the first communication device N1 and the first output port A of the second communication device N2, and the second coolant circuit 130 is connected between the second input port C of the first communication device N1 and the second output port C of the second communication device N2. The passenger compartment thermal management circuit is connected between the first output port (including, for example, B, D) of the first communication device N1 and the first input port (including, for example, B, D) of the second communication device N2, and the electrical component thermal management circuit is connected between the second output port (including, for example, B, E) of the first communication device N1 and the second input port (including, for example, B, E) of the second communication device N2.

[0048] The first communication device N1 can be controlled to communicate its first input port A and its first output port (including, for example, B, D), and the second communication device N2 can be controlled to communicate its first input port (including, for example, B, D) and its first output port A, so that the first coolant circuit 120 communicates with the passenger compartment thermal management circuit. The first communication device N1 can be controlled to communicate its first input port A and its second output port (including, for example, B, E), and the second communication device N2 can be controlled to communicate its second input port (including, for example, B, E) and its first output port A, so that the first coolant circuit 120 communicates with the electrical component thermal management circuit.

[0049] The first communication device N1 can be controlled to communicate its second input port C and its first output port (including, for example, B, D), and the second communication device N2 can be controlled to communicate its first input port (including, for example, B, D) and its second output port C, so that the second coolant circuit 130 communicates with the passenger compartment thermal management circuit. The first communication device N1 can be controlled to communicate its second input port C and its second output port (including, for example, B, E), and the second communication device N2 can be controlled to communicate its second input port (including, for example, B, E) and its second output port C, so that the second coolant circuit 130 communicates with the electrical component thermal management circuit.

[0050] InFIG. 1A In the specific example of the thermal management system 100 shown, the passenger cabin thermal management circuit includes a passenger cabin refrigeration circuit 141 and a passenger cabin heating circuit 142 connected in parallel. The passenger cabin refrigeration circuit 141 includes a pipeline for the flow of cooling liquid and a cold air core 21 disposed on the pipeline. The passenger cabin heating circuit 142 includes a pipeline for the flow of cooling liquid and a warm air core 20 disposed on the pipeline. A second fan 22 is disposed at the warm air core 20 and the cold air core 21. The second fan 22 can be turned on or off as needed. The warm air core 20, the cold air core 21 and the second fan 22 can be disposed near the passenger cabin 200 or inside the passenger cabin 200 so as to output warm air or cold air into the passenger cabin 200.

[0051] The first output port of the first communication device N1 includes a refrigeration output port D and a heating output port B, and the first input port of the second communication device N1 includes a refrigeration input port D and a heating input port B. The passenger cabin refrigeration circuit 141 is connected between the refrigeration output port D of the first communication device N1 and the refrigeration input port D of the second communication device N2, and the passenger cabin heating circuit 142 is connected between the heating output port B of the first communication device N1 and the heating input port B of the second communication device N2.

[0052] The first communication device N1 can be controlled to communicate its first input port A and its heating output port B, and the second communication device N2 can be controlled to communicate its heating input port B and its first output port A, so that the first cooling liquid circuit 120 forms a first cooling liquid circulation loop with the passenger cabin heating circuit 142. The first communication device N1 can be controlled to communicate its second input port C and its refrigeration output port D, and the second communication device N2 can be controlled to communicate its refrigeration input port D and its second output port C, so that the second cooling liquid circuit 130 forms a second cooling liquid circulation loop with the passenger cabin refrigeration circuit 141.

[0053] In the specific example of the thermal management system 100 shown, the passenger cabin thermal management circuit includes a passenger cabin refrigeration circuit 141 and a passenger cabin heating circuit 142 connected in parallel. The passenger cabin refrigeration circuit 141 includes a pipeline for the flow of cooling liquid and a cold air core 21 disposed on the pipeline. The passenger cabin heating circuit 142 includes a pipeline for the flow of cooling liquid and a warm air core 20 disposed on the pipeline. A second fan 22 is disposed at the warm air core 20 and the cold air core 21. The second fan 22 can be turned on or off as needed. The warm air core 20, the cold air core 21 and the second fan 22 can be disposed near the passenger cabin 200 or inside the passenger cabin 200 so as to output warm air or cold air into the passenger cabin 200. FIG. 1A In the specific example of the thermal management system 100 shown, the passenger cabin thermal management circuit includes a passenger cabin refrigeration circuit 141 and a passenger cabin heating circuit 142 connected in parallel. The passenger cabin refrigeration circuit 141 includes a pipeline for the flow of cooling liquid and a cold air core 21 disposed on the pipeline. The passenger cabin heating circuit 142 includes a pipeline for the flow of cooling liquid and a warm air core 20 disposed on the pipeline. A second fan 22 is disposed at the warm air core 20 and the cold air core 21. The second fan 22 can be turned on or off as needed. The warm air core 20, the cold air core 21 and the second fan 22 can be disposed near the passenger cabin 200 or inside the passenger cabin 200 so as to output warm air or cold air into the passenger cabin 200.

[0054] The second output port of the first connecting device N1 includes a battery output port B and an electric drive output port E, and the second input port of the second connecting device N2 includes a battery input port B and an electric drive input port E. A battery thermal management line 143 is connected between the battery output port B of the first connecting device N1 and the battery input port B of the second connecting device N2, and an electric drive thermal management line 144 is connected between the electric drive output port E of the first connecting device N1 and the electric drive input port E of the second connecting device N2.

[0055] The first connecting device N1 can be controlled to connect its first input port A and its battery output port B, and the second connecting device N2 can be controlled to connect its battery input port B and its first output port A, so that the first coolant line 120 and the battery thermal management line 143 form a third coolant circulation loop. The first connecting device N1 can be controlled to connect its first input port A and its electric drive output port E, and the second connecting device N2 can be controlled to connect its electric drive input port E and its first output port A, so that the first coolant line 120 and the electric drive thermal management line 144 form a fourth coolant circulation loop. The first connecting device N1 can be controlled to connect its second input port C and its battery output port B, and the second connecting device N2 can be controlled to connect its battery input port B and its second output port C, so that the second coolant line 130 and the battery thermal management line 143 form a fifth coolant circulation loop. The first connecting device N1 can be controlled to connect its second input port C and its electric drive output port E, and the second connecting device N2 can be controlled to connect its electric drive input port E and its second output port C, so that the second coolant line 130 and the electric drive thermal management line 144 form a sixth coolant circulation loop.

[0056] exist FIG. 1A In a specific example of the thermal management system 100 shown, the first connecting device N1 is a first five-way valve 6, and the second connecting device N2 is a second five-way valve 10. The heating output port B and the battery output port B of the first connecting device N1 are implemented as the same port B of the first five-way valve 6, and the heating input port B and the battery input port B of the second connecting device N2 are implemented as the same port B of the second five-way valve 10. Furthermore, the thermal management system 100 also includes a first proportional three-way valve 15. Port B of the first five-way valve 6 is connected to the first port of the first proportional three-way valve 15, and the second and third ports of the first proportional three-way valve 15 are respectively connected to the passenger compartment heating line 142 and the battery thermal management line 143. The battery thermal management line 143 also includes a second radiator 19 for heat exchange with the vehicle's ambient air. The second radiator 19 is connected in parallel to both ends of the battery assembly 18 via a second proportional three-way valve 16 to form a seventh coolant circulation loop with the battery assembly 18.

[0057] The electric drive thermal management circuit 144 further comprises a first radiator 13 connected in series with the electric drive assembly 11 for heat exchange with the ambient air of the vehicle. The first radiator 13 is provided with a first fan 14. The first fan 14 can be turned on or off as needed. The electric drive thermal management circuit 144 further comprises a three-way valve 12 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 electric drive output port E of the first communication device N1, and its third port is connected to the electric drive assembly 11 across the first radiator 13, i.e. 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 FIG. 6 In the case shown, this mainly occurs 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 also be omitted.

[0058] In addition, the thermal management system 100 further comprises a first water pump 8 provided on the coolant pipeline of the first coolant circuit 120, a second water pump 9 provided on the coolant pipeline of the second coolant circuit 130, and a third water pump 17 provided on the coolant pipeline of the battery thermal management circuit 143 for facilitating the flow of coolant.

[0059] 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 FIG. 2 to FIG. 11 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

[0060] FIG. 2 For FIG. 1A The working principle diagram of the thermal management system for a vehicle according to the embodiments of the present application in the battery cooling and electric drive system cooling mode. In this mode, in the refrigerant circuit 110, neither the compressor 1 nor the expansion valve 3 works, the refrigerant in the refrigerant circuit 110 does not circulate, and no heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to have ports A and E connected and ports C and D connected, so that the first coolant circuit 120 forms a fourth coolant circulation loop with the electric drive thermal management circuit 144, and the second coolant circuit 130 forms a second coolant circulation loop with the passenger compartment refrigeration circuit 141. The second proportional three-way valve 16 is configured to form a seventh coolant circulation loop with the battery assembly 18 and the second radiator 19.

[0061] For the fourth coolant circulation loop, the first water pump 8 works, the coolant flows through the condenser 2 without heat exchange, through the electric heater 7 (not turned on at this time, the coolant is not heated by it) and the first five-way valve 6, then flows through the three-way valve 12 and enters the first radiator 13, exchanges heat with the air (at this time, the first fan 14 works) to release heat, and then enters the electric drive system 11 to absorb heat, and finally flows through the second five-way valve 10 back to the first water pump 8 to achieve electric drive system cooling. For the second coolant circulation loop, the second water pump 9 does not work, and the coolant in it does not circulate. At this time, the second fan 22 can not work. For the seventh coolant circulation loop, the third water pump 17 works, the coolant flows into the battery assembly 18 to absorb the heat released by the battery assembly 18, then enters the second radiator 19, exchanges heat with the air to release heat, and finally flows through the second proportional three-way valve 16 back to the third water pump 17 to achieve battery cooling.

[0062] FIG. 3 For FIG. 1A The working principle diagram of the thermal management system for vehicles in the passenger cabin refrigeration, battery cooling and electric drive system cooling mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 are both working, the refrigerant in the refrigerant circuit 110 circulates and flows, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to have port A and port E in communication, and port C and port D in communication, so that the first coolant line 120 forms a fourth coolant circulation loop with the electric drive thermal management line 144, and the second coolant line 130 forms a second coolant circulation loop with the passenger cabin refrigeration line 141. The second proportional three-way valve 16 is configured so that the second radiator 19 and the battery assembly 18 form a seventh coolant circulation loop.

[0063] For the fourth coolant circulation loop, the first water pump 8 works, the coolant flows through the condenser 2 to absorb the heat released by the refrigerant, through the electric heater 7 (not turned on at this time, the coolant is not heated by it) and the first five-way valve 6, then flows through the three-way valve 12 and enters the first radiator 13, exchanges heat with the air (at this time, the first fan 14 works) to release heat, and then enters the electric drive system 11 to absorb heat, and finally flows through the second five-way valve 10 back to the first water pump 8 to achieve electric drive system cooling. For the second coolant circulation loop, the second water pump 9 works, the coolant flows into the evaporator 4 to exchange heat with the refrigerant to release heat, flows through the first five-way valve 6, enters the cold air core 21 (at this time, the second fan 22 works), absorbs the heat of the passenger cabin air, and then returns to the second water pump 9 through the second five-way valve 10 to achieve passenger cabin refrigeration. For the seventh coolant circulation loop, the third water pump 17 works, the coolant flows into the battery assembly 18 to absorb the heat released by the battery assembly 18, then enters the second radiator 19, exchanges heat with the air to release heat, and finally flows through the second proportional three-way valve 16 back to the third water pump 17.

[0064] FIG. 4 for FIG. 1A The diagram illustrates the operating principle of the vehicle's thermal management system in passenger compartment cooling, battery cooling, and electric drive system cooling modes. In this mode, both compressor 1 and expansion valve 3 operate in refrigerant circuit 110, causing refrigerant circulation within the circuit and heat exchange occurring in evaporator 4 and condenser 2. Both the first five-way valve 6 and the second five-way valve 10 are configured with ports A and E connected, forming a fourth coolant circulation loop with the first coolant line 120 and the electric drive thermal management line 144. Ports C, B, and D are also connected, forming a fifth coolant circulation loop with the second coolant line 130 and the battery thermal management line 143, and a second coolant circulation loop with the passenger compartment cooling line 141.

[0065] In the fourth coolant circulation loop, the first water pump 8 operates, and the coolant flows through the condenser 2 to absorb the heat released by the refrigerant. It then flows through the electric heater 7 (not activated, so the coolant is not heated at this time) and the first five-way valve 6, before flowing through the three-way valve 12 and into the first radiator 13, where it exchanges heat with the air and releases heat (at this time, the first fan 14 operates). It then enters the electric drive system 11 to absorb heat and finally flows back to the first water pump 8 through the second five-way valve 10, thus cooling the electric drive system. In the second coolant circuit 130, the second water pump 9 operates, and the coolant flows into the evaporator 4 to exchange heat with the refrigerant and release heat. After flowing through the first five-way valve 6, it flows into the cold air core 21 and the first proportional three-way valve 15. In the second coolant circulation loop, the coolant flowing into the cold air core 21 absorbs heat from the cabin air (at this time, the second fan 22 operates) and then returns to the second water pump 9 through the second five-way valve 10, thus cooling the cabin. For the fifth coolant circulation loop, the third water pump 17 operates. The coolant flowing into the first proportional three-way valve 15 passes through the second proportional three-way valve 16 and the third water pump 17, and then flows into the battery assembly 18 to absorb the heat released by the battery assembly 18. It then returns to the second water pump 9 through the second five-way valve 10 to achieve battery cooling.

[0066] FIG. 5 for FIG. 1AThe working principle diagram of the heat management system for vehicle in the mode of passenger cabin refrigeration dehumidification, battery cooling and electric drive system cooling. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 are both working, the refrigerant in the refrigerant circuit 110 circulates, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to port A and port B, port E is communicated, so that the first cooling liquid line 120 forms a first cooling liquid circulation loop with the passenger cabin heating line 142 and forms a fourth cooling liquid circulation loop with the electric drive heat management line 144; port C and port D are communicated, so that the second cooling liquid line 130 forms a second cooling liquid circulation loop with the passenger cabin refrigeration line 141. The second proportional three-way valve 16 is configured so that the second radiator 19 and the battery assembly 18 form a seventh cooling liquid circulation loop.

[0067] The first water pump 8 on the first cooling liquid line 120 works, and the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 7 (not turned on at this time, and the cooling liquid is not heated by it) and the first five-way valve 6, and then enters the three-way valve 12 and the first proportional three-way valve 15, respectively. For the fourth cooling liquid circulation loop, the cooling liquid flows into the first radiator 13 (at this time, the first fan 14 works) through the three-way valve 12, exchanges heat with the air to release heat, and then enters the electric drive system 11 to absorb heat, and finally flows back to the first water pump 8 through the second five-way valve 10 to achieve electric drive system cooling. For the first cooling liquid circulation loop, the cooling liquid flowing into the first proportional three-way valve 15 enters the heater core 20 (at this time, the second fan 22 works), exchanges heat with the cabin air to release heat, and returns to the first water pump 8 through the second five-way valve 10. The second water pump 9 on the second cooling liquid line 130 works, and the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant and release heat, flows through the first five-way valve 6, enters the cold air core 21, absorbs the heat of the cabin air, and then returns to the second water pump 9 through the second five-way valve 10 to achieve passenger cabin refrigeration dehumidification. For the seventh cooling liquid circulation loop, the third water pump 17 works, and the cooling liquid flows into the battery assembly 18 to absorb the heat released by the battery assembly 18, enters the second radiator 19, exchanges heat with the air to release heat, and finally flows back to the third water pump 17 through the second proportional three-way valve 16 to achieve battery cooling.

[0068] FIG. 6 For FIG. 1AThe working principle diagram of the thermal management system for vehicles of the present application working in the electric heater and electric drive system waste heat heating battery mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 are both not working, the refrigerant in the refrigerant circuit 110 does not circulate, and no heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to have the port A and the port B, the port E all communicated, so that the first coolant line 120 forms a third coolant circulation loop with the battery thermal management line 143 and forms a fourth coolant circulation loop with the electric drive thermal management line 144; the port C and the port D are communicated, so that the second coolant line 130 forms a second coolant circulation loop with the passenger compartment refrigeration line 141.

[0069] The first water pump 8 on the first coolant line 120 works, and the coolant flows through the condenser 2, the electric heater 7 and the first five-way valve 6, and then enters the three-way valve 12 and the first proportional three-way valve 15, respectively. For the fourth coolant circulation loop, the coolant flows through the three-way valve 12 and directly enters the electric drive system 11 to absorb heat (the first radiator 13 is bypassed, and the first fan 14 does not work), and finally flows through the second five-way valve 10 back to the first water pump 8. When working in this mode, the low ambient temperature causes the refrigerant in the system 100 to be unable to absorb heat from the environment, so the three-way valve 12 is only communicated with the electric drive system 11, and the first radiator 13 is bypassed. For the third coolant circulation loop, the coolant flowing into the first proportional three-way valve 15 flows into the battery assembly 18 through the second proportional three-way valve 16 and the third water pump 17, releases heat to heat the battery assembly 18, and then flows back to the first water pump 8 through the second five-way valve 10. For the second coolant circulation loop, the second water pump 9 does not work, the coolant in the second coolant circulation loop does not circulate, and the second fan 22 does not work. When the electric drive system waste heat is insufficient to make the battery assembly 18 reach the required temperature, the electric heater 7 is turned on to heat the incoming coolant. In this way, the electric heater and the electric drive system waste heat heat the battery.

[0070] FIG. 7 For FIG. 1A The working principle diagram of the thermal management system for vehicles of the present application working in the passenger compartment and battery heating mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 are both working, the refrigerant in the refrigerant circuit 110 circulates, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to have the port A and the port B communicated, so that the first coolant line 120 forms a first coolant circulation loop with the passenger compartment heating line 142 and forms a third coolant circulation loop with the battery thermal management line 143; the port C and the port E are communicated, so that the second coolant line 130 forms a sixth coolant circulation loop with the electric drive thermal management line 144.

[0071] The first water pump 8 on the first coolant circuit 120 operates, and coolant flows into the condenser 2 to absorb the heat released by the refrigerant. It then flows through the electric heater 7, the first five-way valve 6, and the first proportional three-way valve 15, before flowing into the heater core 20 and the second proportional three-way valve 16. In the first coolant circulation loop, the coolant flowing into the heater core 20 heats the cabin air (after the second fan 22 operates), and then returns to the first water pump 8 via the second five-way valve 10 to achieve cabin heating. In the third coolant circulation loop, the third water pump 17 operates, and coolant flowing into the second proportional three-way valve 16 flows through the third water pump 17 into the battery assembly 18, releasing heat to heat the battery assembly 18. It then returns to the first water pump 8 via the second five-way valve 10 to achieve battery heating. For the sixth coolant circulation loop, the second water pump 9 operates, and the coolant flows into the evaporator 4 to exchange heat with the refrigerant and release heat. After flowing through the first five-way valve 6, it flows through the three-way valve 12 into the first radiator 13 (where the first fan 14 operates), where it exchanges heat with the air and absorbs heat. Then, it enters the electric drive system 11 to absorb heat, and finally flows back to the second water pump 9 through the second five-way valve 10. When the heat absorbed from the environment and the waste heat from the electric drive system are insufficient to bring the crew compartment and battery assembly 18 to the required temperature, the electric heater 7 is activated to heat the flowing coolant.

[0072] FIG. 8 for FIG. 1A The diagram illustrates the operating principle of the vehicle's thermal management system in passenger compartment heating and battery cooling modes. In this mode, both compressor 1 and expansion valve 3 operate in refrigerant circuit 110, causing refrigerant circulation within the circuit and heat exchange occurring in evaporator 4 and condenser 2. Both the first five-way valve 6 and the second five-way valve 10 are configured with ports A and B connected to form a first coolant circulation loop with passenger compartment heating circuit 142, and ports C and E connected to form a sixth coolant circulation loop with electric thermal management circuit 144 with second coolant circuit 130. A second proportional three-way valve 16 is configured to form a seventh coolant circulation loop with second radiator 19 and battery assembly 18.

[0073] For 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, flows through the electric heater 7, the first five-way valve 6 and the first proportional three-way valve 15, enters the heating core 20 (the second fan 22 works), exchanges heat with the cabin air to release heat, and returns to the first water pump 8 through the second five-way valve 10 to realize cabin heating. For 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 to release heat, flows through the first five-way valve 6, enters the first radiator 13 (the first fan 14 works) through the three-way valve 12, exchanges heat with the air to absorb heat, and then enters the electric drive system 11 to absorb heat, and finally flows back to the second water pump 9 through the second five-way valve 10. For the seventh cooling liquid circulation loop, the third water pump 17 works, the cooling liquid flows into the battery assembly 18 to absorb the heat released by the battery assembly 18, enters the second radiator 19 to exchange heat with the air to release heat, and finally flows back to the third water pump 17 through the second proportional three-way valve 16 to realize battery cooling. When the heat absorbed from the environment and the electric drive system waste heat are insufficient to make the cabin reach the required temperature, the electric heater 7 is turned on to heat the incoming cooling liquid.

[0074] FIG. 9 For FIG. 1A The working principle diagram of the heat management system for vehicles in the cabin heating and dehumidifying and battery heating mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 both work, the refrigerant in the refrigerant circuit 110 circulates and flows, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to communicate port A and port B, so that the first cooling liquid line 120 forms a first cooling liquid circulation loop with the cabin heating line 142 and forms a third cooling liquid circulation loop with the battery heat management line 143; port C and port D, port E are all communicated, so that the second cooling liquid line 130 forms a second cooling liquid circulation loop with the cabin refrigeration line 141 and forms a sixth cooling liquid circulation loop with the electric drive heat management line 144.

[0075] The first water pump 8 on the first cooling liquid circuit 120 works, and the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, flows through the electric heater 7, the first five-way valve 6 and the first proportional three-way valve 15, and then flows into the heating core 20 and the second proportional three-way valve 16, respectively. For the first cooling liquid circulation loop, the cooling liquid flowing into the heating core 20 (the second fan 22 works) heats the cabin air, and then returns to the first water pump 8 through the second five-way valve 10. For the third cooling liquid circulation loop, the third water pump 17 works, and the cooling liquid flowing into the second proportional three-way valve 16 flows into the battery assembly 18 through the third water pump 17, releases heat to heat the battery assembly 18, and then returns to the first water pump 8 through the second five-way valve 10. The second water pump 9 on the second cooling liquid circuit 130 works, and the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant and release heat, and then flows into the cooling core 21 and the first radiator 13 (through the three-way valve 12) through the first five-way valve 6. For the second cooling liquid circulation loop, the cooling liquid flowing into the cooling core 21 absorbs the heat of the cabin air, and then returns to the second water pump 9 through the second five-way valve 10. For the sixth cooling liquid circulation loop, the cooling liquid flowing into the radiator core 13 (the first fan 14 works) exchanges heat with the air to absorb heat, and then enters the electric drive system 11 to absorb heat, and finally flows back to the second water pump 9 through the second five-way valve 10. Thus, the cabin heating and dehumidification and battery heating are realized. When the heat absorbed from the environment and the waste heat of the electric drive system are insufficient to make the cabin reach the required temperature, the electric heater 7 is turned on to heat the incoming cooling liquid.

[0076] FIG. 10 For FIG. 1A The working principle diagram of the heat management system for vehicles in the cabin heating and dehumidification and battery cooling mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 both work, the refrigerant in the refrigerant circuit 110 circulates and flows, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to connect port A and port B, so that the first cooling liquid circuit 120 forms a first cooling liquid circulation loop with the cabin heating circuit 142; port C and port D, port E are all connected, so that the second cooling liquid circuit 130 forms a second cooling liquid circulation loop with the cabin cooling circuit 141, and forms a sixth cooling liquid circulation loop with the electric drive heat management circuit 144. The second proportional three-way valve 16 is configured to form a seventh cooling liquid circulation loop between the second radiator 19 and the battery assembly 18.

[0077] For 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 7, the first five-way valve 6 and the first proportional three-way valve 15, and then flows into the warm air core 20 (the second fan 22 works) respectively, and the coolant heats the cabin air and then returns to the first water pump 8 through the second five-way valve 10. For the seventh coolant circulation loop, the third water pump 17 works, the coolant flowing into the second proportional three-way valve 16 flows into the battery assembly 18 through the third water pump 17, absorbs the heat of the battery assembly 18, and then returns to the first water pump 8 through the second five-way valve 10. The second water pump 9 on the second coolant line 130 works, the coolant flows into the evaporator 4 to exchange heat with the refrigerant to release heat, and then flows into the cold air core 21 and the first radiator 13 (through the three-way valve 12) respectively. For the second coolant circulation loop, the coolant flowing into the cold air core 21 absorbs the heat of the cabin air and then returns to the second water pump 9 through the second five-way valve 10. For the sixth coolant circulation loop, the coolant flowing into the radiator core 13 (the first fan 14 works) exchanges heat with the air to absorb heat, and then enters the electric drive system 11 to absorb heat, and finally flows back to the second water pump 9 through the second five-way valve 10. Thus, the cabin heating and dehumidification and battery cooling are realized. When the heat absorbed from the environment and the waste heat of the electric drive system are insufficient to make the cabin reach the required temperature, the electric heater 7 is turned on to heat the incoming coolant.

[0078] FIG. 11 For FIG. 1A The working principle diagram of the heat management system for vehicles in the cabin heating and radiator defrosting mode. In this mode, in the refrigerant circuit 110, the compressor 1 and the expansion valve 3 both work, the refrigerant in the refrigerant circuit 110 circulates and flows, and heat exchange occurs in the evaporator 4 and the condenser 2. The first five-way valve 6 and the second five-way valve 10 are both configured to communicate port A and port B, port E, so that the first coolant line 120 forms a first coolant circulation loop with the cabin heating line 142 and forms a fourth coolant circulation loop with the electric drive heat management line 144; port C and port D are communicated, so that the second coolant line 130 forms a second coolant circulation loop with the cabin cooling line 141.

[0079] The first water pump 8 works on the first cooling liquid circuit 120, and the cooling liquid flows into the condenser 2 to absorb the heat released by the refrigerant, and then flows through the electric heater 7 and the first five-way valve 6, and then flows into the warm air core 20 and the first radiator 13 (through the three-way valve 12) respectively. For the first cooling liquid circulation loop, the cooling liquid entering the warm air core 20 (the second fan 22 works) heats the passenger cabin air, and then returns to the first water pump 8 through the second five-way valve 10. For the fourth cooling liquid circulation loop, the cooling liquid entering the first radiator 13 (the first fan 14 does not work) releases heat to melt the frost on the surface of the core, and then enters the electric drive system 11 to absorb heat, and finally flows through the second five-way valve 10 to return to the second water pump 8. For the second cooling liquid circulation loop, the second water pump 9 works, and the cooling liquid flows into the evaporator 4 to exchange heat with the refrigerant to release heat, and then flows into the cold air core 21 through the first five-way valve 6. The cooling liquid absorbs the heat of the passenger cabin air, and then returns to the second water pump 9 through the second five-way valve 10. Thus, the passenger cabin heating and defrosting of the radiator are realized. When the heat absorbed from the environment and the waste heat of the electric drive system are insufficient to make the passenger cabin reach the required temperature, the electric heater 7 is turned on to heat the incoming cooling liquid.

[0080] In the above FIG. 7 to FIG. 11 each working mode, when the ambient temperature is too low and the refrigerant in the system 100 cannot absorb the ambient heat, the three-way valve 12 can be communicated with the electric drive system 11 only, and the first radiator 13 is bypassed (although this operation is not shown in FIG. 7 to FIG. 11 ).

[0081] Although the utility model has been illustrated and described with reference to certain preferred embodiments thereof, it should be understood by those skilled in the art that the above is further detailed description of the utility model in combination with specific embodiments, and the specific implementation of the utility model cannot be limited to these descriptions. Those skilled in the art can make various changes in form and details, including making a number of simple inferences or substitutions, without departing from the spirit and scope of the utility model.

Claims

1. A thermal management system for a vehicle, characterized by, Comprise: a refrigerant circuit comprising a compressor, a condenser, an expansion valve, an evaporator and a gas-liquid separator connected in series by refrigerant connection lines; a first coolant line thermally coupled with the condenser so that coolant in the first coolant line exchanges heat with refrigerant in the condenser; a second coolant line thermally coupled with the evaporator so that coolant in the second coolant line exchanges heat with refrigerant in the evaporator; a passenger compartment thermal management line; an electrical component thermal management line; a first communication device; and a second communication device, wherein the first coolant line is connected between a first input port of the first communication device and a first output port of the second communication device, the second coolant line is connected between a second input port of the first communication device and a second output port of the second communication device, the passenger compartment thermal management line is connected between a first output port of the first communication device and a first input port of the second communication device, the electrical component thermal management line is connected between a second output port of the first communication device and a second input port of the second communication device, the first communication device can be controlled to communicate its first input port with its first output port, and the second communication device can be controlled to communicate its first input port with its first output port, so that the first coolant line communicates with the passenger compartment thermal management line; the first communication device can be controlled to communicate its first input port with its second output port, and the second communication device can be controlled to communicate its second input port with its first output port, so that the first coolant line communicates with the electrical component thermal management line; the first communication device can be controlled to communicate its second input port with its first output port, and the second communication device can be controlled to communicate its first input port with its second output port, so that the second coolant line communicates with the passenger compartment thermal management line; the first communication device can be controlled to communicate its second input port with its second output port, and the second communication device can be controlled to communicate its second input port with its second output port, so that the second coolant line communicates with the electrical component thermal management line. the passenger compartment thermal management line comprises a passenger compartment refrigeration line and a passenger compartment heating line connected in parallel, the first output port of the first communication device comprises a refrigeration output port and a heating output port, the first input port of the second communication device comprises a refrigeration input port and a heating input port, 2. The thermal management system of claim 1, wherein, the passenger compartment refrigeration line is connected between the refrigeration output port of the first communication device and the refrigeration input port of the second communication device, the passenger compartment heating line is connected between the heating output port of the first communication device and the heating input port of the second communication device, ​ The first communication device can be controlled to communicate its first input port and its heating output port, and the second communication device can be controlled to communicate its heating input port and its first output port, so that the first cooling liquid circuit and the passenger cabin heating circuit form a first cooling liquid circulation loop, The first communication device can be controlled to communicate its second input port and its refrigeration output port, and the second communication device can be controlled to communicate its refrigeration input port and its second output port, so that the second cooling liquid circuit and the passenger cabin refrigeration circuit form a second cooling liquid circulation loop.

3. The thermal management system of claim 2, wherein, The electrical component thermal management circuit includes a battery thermal management circuit and an electric drive thermal management circuit connected in parallel, the second output port of the first communication device includes a battery output port and an electric drive output port, and the second input port of the second communication device includes a battery input port and an electric drive input port, The battery thermal management circuit is connected between the battery output port of the first communication device and the battery input port of the second communication device, The electric drive thermal management circuit is connected between the electric drive output port of the first communication device and the electric drive input port of the second communication device, The first communication device can be controlled to communicate its first input port and its battery output port, and the second communication device can be controlled to communicate its battery input port and its first output port, so that the first cooling liquid circuit and the battery thermal management circuit form a third cooling liquid circulation loop, The first communication device can be controlled to communicate its first input port and its electric drive output port, and the second communication device can be controlled to communicate its electric drive input port and its first output port, so that the first cooling liquid circuit and the electric drive thermal management circuit form a fourth cooling liquid circulation loop, The first communication device can be controlled to communicate its second input port and its battery output port, and the second communication device can be controlled to communicate its battery input port and its second output port, so that the second cooling liquid circuit and the battery thermal management circuit form a fifth cooling liquid circulation loop, The first communication device can be controlled to communicate its second input port and its electric drive output port, and the second communication device can be controlled to communicate its electric drive input port and its second output port, so that the second cooling liquid circuit and the electric drive thermal management circuit form a sixth cooling liquid circulation loop.

4. The thermal management system of any one of claims 1-3, wherein, The first cooling liquid circuit includes an electric heater connected in series with the condenser, for heating the cooling liquid flowing out of the condenser.

5. The thermal management system of claim 3, wherein, The electric drive thermal management circuit includes a first radiator connected in series with the electric drive component, for heat exchange with the ambient air of the vehicle.

6. The thermal management system of claim 5, wherein, The electric drive thermal management circuit further includes a three-way valve for bypassing the first radiator.

7. The thermal management system of claim 3, wherein, The first communication device is a first five-way valve, and the second communication device is a second five-way valve.

8. The thermal management system of claim 7, wherein, The heating output port and the battery output port of the first communication device are implemented as the same port of the first five-way valve, and the heating input port and the battery input port of the second communication device are implemented as the same port of the second five-way valve.

9. The thermal management system of claim 8, wherein, The same port of the first five-way valve is connected to a first port of a first proportional three-way valve, and a second port and a third port of the first proportional three-way valve are respectively connected to the passenger cabin heating circuit and the battery thermal management circuit.

10. The thermal management system of claim 9, wherein, The battery thermal management circuit comprises a second radiator for heat exchange with ambient air of the vehicle, and the second radiator is connected in parallel across the battery assembly via a second proportional three-way valve to form a seventh coolant circulation loop with the battery assembly.

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

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