Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle. The thermal management system includes: a refrigerant system including a heat exchanger; the cooling liquid system exchanges heat with the refrigerant system through the heat exchanger, the cooling liquid system comprises a water inlet valve, a drain valve and a water pump, the water inlet valve is connected with an inlet of the water pump, and the drain valve is connected with an outlet of the water pump; in the first mode, the water inlet valve and the water drainage valve are used for enabling cooling liquid to flow in the cooling liquid system under driving of the water pump. And in the second mode, the water inlet valve is used for communicating with the internal space of the vehicle, the drainage valve is used for communicating with the external space of the vehicle, and the water pump is used for pumping water in the internal space of the vehicle through the water inlet valve and draining the water to the external space of the vehicle through the drainage valve during working. According to the thermal management system, the sinking time of the vehicle can be delayed, and more time is provided for people in the vehicle to escape or wait for rescue; and for a waterlogging scene, the effect of relieving the water soaking degree of the vehicle can also be achieved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a thermal management system for a vehicle and a vehicle. Background Technology

[0002] Modern cars use a lot of metal materials and lack sufficient sealing to prevent them from sinking for a long time after falling into water. If a driver accidentally drives a car into the water, especially after opening the doors or windows, the car will sink in a short time, and it will be difficult for drivers and passengers who are not good swimmers to escape in time. Utility Model Content

[0003] In view of the above problems, this application provides a thermal management system and vehicle that can solve the problem of vehicles not being able to actively drain water to the outside of the vehicle to a certain extent.

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

[0005] A refrigerant system, the refrigerant system including a heat exchanger;

[0006] A coolant system that exchanges heat with a refrigerant system through a heat exchanger. The coolant system includes an inlet valve, a drain valve, and a water pump. The inlet valve is connected to the inlet of the water pump, and the drain valve is connected to the outlet of the water pump.

[0007] In the first mode, the inlet valve and the drain valve are used to allow coolant to flow within the coolant system under the drive of the water pump;

[0008] In the second mode, the inlet valve is used to communicate with the interior space of the vehicle, the drain valve is used to communicate with the exterior space of the vehicle, and the water pump is used to draw water from the interior space of the vehicle using the inlet valve and discharge the water to the exterior space of the vehicle through the drain valve when it is working.

[0009] In the aforementioned thermal management system, in the first mode, the inlet valve and the drain valve allow the coolant system to operate normally. In the second mode, the inlet valve is connected to the vehicle's interior space, and the drain valve is connected to the vehicle's exterior space. When the water pump is working, it can draw water from the vehicle's interior space through the inlet valve and drain it through the drain valve to the vehicle's exterior space, thereby achieving the function of actively draining water out of the vehicle. This can delay the vehicle's sinking time to some extent, providing more time for occupants to escape or wait for rescue. In the event of flooding, it can also help reduce the degree of water damage to the vehicle.

[0010] In some embodiments, the heat exchanger includes a first heat exchanger and a second heat exchanger;

[0011] The coolant system includes a first heat exchange system and a second heat exchange system. The first heat exchange system is used to exchange heat with the battery device and to exchange heat with the refrigerant system through the first heat exchanger.

[0012] The second heat exchange system includes a heating core for heating the passenger compartment, and the second heat exchange system is used to exchange heat with the refrigerant system through the second heat exchanger;

[0013] Both the first heat exchange system and the second heat exchange system include the inlet valve, the drain valve, and the water pump.

[0014] In the above embodiments, the first heat exchange system, the second heat exchange system, and the refrigerant circuit work together to ensure that the temperature of the battery device and the crew compartment is always within a suitable range.

[0015] In some embodiments, the first heat exchange system includes a heater for heating the coolant of the first heat exchange system.

[0016] In the above embodiments, the heat transfer rate during the heat exchange process is accelerated to a certain extent, so that the components inside the vehicle can operate within a suitable temperature range.

[0017] In some embodiments, the refrigerant system includes a compressor, a first expansion valve, a second expansion valve, and a cold core, the cold core being used to cool the passenger compartment, the compressor, the second heat exchanger, the first expansion valve, and the cold core being connected in sequence.

[0018] In the above embodiments, the refrigerant system can achieve a highly efficient cooling effect through the coordinated operation of various components.

[0019] In some embodiments, the coolant system includes a third heat exchange system and a fourth heat exchange system, the third heat exchange system being used for heat exchange with electrical components, the fourth heat exchange system including a third heat exchanger for heat exchange with the environment, and the thermal management system including a first multi-way valve and a second multi-way valve, the first multi-way valve being connected to the second multi-way valve via the first heat exchanger.

[0020] One end of the third heat exchange system is connected to the first multi-way valve, and the other end is connected to the second multi-way valve;

[0021] One end of the first heat exchange system is connected to the first multi-way valve, and the other end is connected to the second multi-way valve;

[0022] One end of the fourth heat exchange system is connected to the first multi-way valve, the other end is connected to the second multi-way valve, and it is connected to one end of the second heat exchanger through a three-way valve. One end of the second heat exchange system is connected to one end of the second heat exchanger through the three-way valve.

[0023] The other end of the second heat exchanger is connected to the other end of the second multi-way valve and the second heat exchange system, respectively.

[0024] In the above embodiments, by changing the configuration state of the first multi-way valve and the second multi-way valve, different connection ports are interconnected through the channels inside the first and second multi-way valves, so that one circuit is connected to another circuit, thereby enabling the coolant to transfer heat in different circuits.

[0025] In some embodiments, the fourth heat exchange system includes the drain valve and the water pump, and the inlet valve is located at least one of the following: the third heat exchange system, the fourth heat exchange system, the pipeline between the other end of the fourth heat exchange system and the second multi-way valve, the pipeline between the second multi-way valve and the second heat exchanger, and the pipeline between the first multi-way valve and the second multi-way valve.

[0026] In the above embodiments, the function of actively draining water from the vehicle can be achieved through the cooperation of the inlet valve, the water pump, and the drain valve.

[0027] In some embodiments, the fourth heat exchange system includes a heat exchange pipeline and a bypass pipeline. The heat exchange pipeline is equipped with the third heat exchanger. One end of the heat exchange pipeline and one end of the bypass pipeline are connected to the water pump. One end of the bypass pipeline is connected to the water pump. The other end of the heat exchange pipeline is connected to the first multi-way valve. The other end of the bypass pipeline is connected to the first multi-way valve.

[0028] In the above embodiments, the connection status between the heat exchange pipeline and the third heat exchange system, as well as the connection status between the bypass pipeline and the third heat exchange system, can be adjusted by configuring the first multi-way valve.

[0029] In some embodiments, the first multi-way valve is configured as follows:

[0030] Connect the third heat exchange system to the first heat exchange system, and connect the heat exchange pipeline to the first heat exchanger;

[0031] The second multi-way valve is configured as follows:

[0032] Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger;

[0033] The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or;

[0034] The first multi-way valve is configured as follows:

[0035] Connect the third heat exchange system to the heat exchange pipeline, and connect the first heat exchange system to the first heat exchanger;

[0036] The second multi-way valve is configured as follows:

[0037] Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger;

[0038] The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or;

[0039] The first multi-way valve is configured as follows:

[0040] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger;

[0041] The second multi-way valve is configured as follows:

[0042] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger;

[0043] The three-way valve is configured to connect the second heat exchanger to the second heat exchange system, or;

[0044] The first multi-way valve is configured as follows:

[0045] Connect the third heat exchange system to the first heat exchange system;

[0046] The second multi-way valve is configured as follows:

[0047] Connect the third heat exchange system to the first heat exchange system, or;

[0048] The first multi-way valve is configured as follows:

[0049] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger;

[0050] The second multi-way valve is configured as follows:

[0051] Connect the third heat exchange system to the bypass pipeline, or connect the first heat exchange system to the first heat exchanger;

[0052] The first multi-way valve is configured as follows:

[0053] Connect the third heat exchange system to the heat exchange pipeline, and connect the first heat exchange system to the first heat exchanger;

[0054] The second multi-way valve is configured as follows:

[0055] Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger;

[0056] The three-way valve is configured to connect the heat exchange pipeline to the second heat exchanger, or;

[0057] The first multi-way valve is configured as follows:

[0058] Connect the third heat exchange system to the heat exchange pipeline;

[0059] The second multi-way valve is configured as follows:

[0060] Connect the third heat exchange system to the second heat exchanger;

[0061] The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or;

[0062] The first multi-way valve is configured as follows:

[0063] Connect the heat exchange pipeline to the first heat exchanger, and connect the third heat exchange system to the first heat exchange system;

[0064] The second multi-way valve is configured as follows:

[0065] Connect the third heat exchange system to the first heat exchange system, and connect the first heat exchanger to the heat exchange pipeline;

[0066] The three-way valve is configured to connect the second heat exchanger to the second heat exchange system.

[0067] In some embodiments, the coolant system further includes a connecting pipe, one end of which is connected to a pipe between the heater and the battery device, and the other end is connected to the second multi-way valve;

[0068] The first multi-way valve is configured as follows:

[0069] Connect the third heat exchange system to the first heat exchange system, and connect the bypass pipe to the first heat exchanger;

[0070] The second multi-way valve is configured as follows:

[0071] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchanger to the connecting pipeline;

[0072] The three-way valve is configured to connect the second heat exchanger to the second heat exchange system, or;

[0073] The first multi-way valve is configured as follows:

[0074] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger;

[0075] The second multi-way valve is configured as follows:

[0076] Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchanger to the connecting pipeline;

[0077] The three-way valve is configured to connect the second heat exchanger to the second heat exchange system.

[0078] In the above embodiments, the different configurations of the first multi-way valve, the second multi-way valve, and the three-way valve enable the thermal management system to achieve multiple modes, thereby meeting the thermal management needs of the vehicle under different conditions.

[0079] Secondly, this application provides a vehicle that includes the thermal management system of any of the above embodiments.

[0080] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Attached Figure Description

[0081] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0082] Figure 1 This is a schematic diagram of the vehicle structure according to some embodiments of this application;

[0083] Figure 2 This is an exploded view of a battery device according to some embodiments of this application;

[0084] Figure 3 This is a schematic diagram of the structure of a thermal management system according to some embodiments of this application;

[0085] Figures 4 to 16 This is a schematic diagram of the loop connection of the thermal management system in different modes according to some embodiments of this application.

[0086] The reference numerals in the detailed embodiments are as follows:

[0087] 1000 vehicles;

[0088] Battery unit 100, controller 200, motor 300;

[0089] 10 battery cells;

[0090] Box 20, Part 1 21, Part 2 22;

[0091] Electric drive assembly 31, charging module 33, domain control cooling module 35, heater 37;

[0092] Thermal Management System 400;

[0093] Refrigerant system 41, coolant system 43, first heat exchange system 431, second heat exchange system 432, third heat exchange system 433, fourth heat exchange system 434, heat exchange pipeline 434a, bypass pipeline 434b, connecting pipeline 435.

[0094] Compressor 45, liquid receiver 46, first expansion valve 47, second expansion valve 48;

[0095] Water inlet valve 50, first water inlet valve 51, second water inlet valve 52, third water inlet valve 53;

[0096] Drain valve 60, first drain valve 61, second drain valve 62, third drain valve 63;

[0097] Water pump 70, first water pump 71, second water pump 72, third water pump 73;

[0098] Heat exchanger 80, first heat exchanger 81, second heat exchanger 82, third heat exchanger 83;

[0099] First multi-way valve 91, second multi-way valve 92, three-way valve 93;

[0100] Air conditioning unit 700, cooling core 701, heating core 702, temperature damper 703. Detailed Implementation

[0101] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0102] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0103] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0104] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0105] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0106] In the description of the embodiments of this application, the term "multiple" refers to two or more (including two), similarly, "multiple sets" refers to two or more (including two sets), and "multiple pieces" refers to two or more (including two pieces).

[0107] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0108] In the description of the embodiments of this application, unless otherwise expressly specified and limited, technical terms such as "installation," "connection," "joining," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. For those skilled in the art, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0109] Currently, market trends show that the application scope of battery cells is expanding rapidly. Besides playing a crucial role in energy storage systems such as hydropower, thermal power, wind power, and solar power plants, battery cells are also widely used in various electric vehicles such as electric bicycles, electric motorcycles, and electric cars. Furthermore, they are widely used in high-tech fields such as military equipment and aerospace. With the continuous expansion of battery cell applications, market demand is also continuously increasing.

[0110] The core component of an electric vehicle is the battery pack, which is one of the objects of thermal management in the vehicle's thermal management system. The thermal management system precisely controls and manages the temperature of devices inside the vehicle, including but not limited to the battery pack, to a certain extent ensuring that these devices operate within a suitable operating temperature range.

[0111] In related technologies, modern vehicles extensively use metal materials and lack sufficient sealing to prevent them from sinking for extended periods after being submerged in water. If a driver accidentally plunges the vehicle into water, especially after opening doors or windows, the car will sink quickly, making it difficult for drivers and passengers with poor swimming skills to escape. Current vehicle anti-sinking technology primarily involves triggering airbags placed inside or under the car when submersion is detected. These airbags inflate rapidly, supporting the vehicle or slowing its descent. However, airbags have various drawbacks, such as encroaching on passenger space during inflating, hindering escape and rescue, and compromising balance. Furthermore, in southern cities, vehicles are often submerged due to flooding caused by heavy rains, and these vehicles cannot actively drain water to keep the interior dry.

[0112] Based on the above considerations, in order to address the problem of vehicles not being able to actively drain water to the outside, this application provides a thermal management system and a vehicle. The thermal management system includes a refrigerant system and a coolant system. The refrigerant system includes a heat exchanger, and the coolant system exchanges heat with the refrigerant system through the heat exchanger. The coolant system includes an inlet valve, a drain valve, and a water pump. The inlet valve is connected to the inlet of the water pump, and the drain valve is connected to the outlet of the water pump. In a first mode, the inlet valve and drain valve are used to allow coolant to flow within the coolant system under the drive of the water pump. In a second mode, the inlet valve is used to communicate with the interior space of the vehicle, the drain valve is used to communicate with the exterior space of the vehicle, and the water pump, when operating, uses the inlet valve to draw water from the interior space of the vehicle and drains the water to the exterior space of the vehicle through the drain valve.

[0113] In the technical solution of this application embodiment, in the first mode, the inlet valve and the drain valve enable the coolant system to work normally; in the second mode, the inlet valve is connected to the interior space of the vehicle, and the drain valve is connected to the exterior space of the vehicle. When the water pump is working, it can draw water from the interior space of the vehicle through the inlet valve and discharge it to the exterior space of the vehicle through the drain valve, thereby realizing the function of actively draining water to the outside of the vehicle, which to a certain extent delays the vehicle sinking time and provides more time for the people inside the vehicle to escape or wait for rescue; in the face of flooding, it can also play a role in reducing the degree of water immersion of the vehicle.

[0114] In this application, the battery device may include one or more battery cells, which may include lithium-ion secondary batteries, lithium-ion primary batteries, lithium-sulfur batteries, sodium-lithium-ion batteries, sodium-ion batteries, or magnesium-ion batteries, etc., and the embodiments of this application are not limited thereto. Battery cells may be cylindrical, flat, cuboid, or other shapes, etc., and the embodiments of this application are not limited thereto. Battery cells are generally classified into three types according to their packaging method: cylindrical battery cells, cuboid / square battery cells, and pouch battery cells, and the embodiments of this application are not limited thereto.

[0115] The battery device mentioned in the embodiments of this application may include one or more battery cell assemblies for providing voltage and capacity. A battery cell assembly may include multiple battery cells, which are connected in series, parallel, or mixed connections via a busbar.

[0116] In some embodiments, a battery cell assembly is typically formed by arranging multiple battery cells.

[0117] As an example, a battery cell assembly can be a battery module, which is formed by arranging and fixing multiple battery cells together to form an independent module. As another example, a battery module can be formed by bundling multiple battery cells together with cable ties.

[0118] In some embodiments, the battery device may be a battery pack, which includes a housing and one or more individual battery cell assemblies housed within the housing.

[0119] As an example, the battery cell assembly can be a battery module, which can be housed in a housing by fixing the battery module in the housing.

[0120] As an example, battery cell assemblies can also be housed in a housing by directly fixing multiple battery cells to the housing.

[0121] As an example, the housing may include a first part and a second part. The first part and the second part are fastened together to form a closed receiving space inside the housing to house the battery cell assembly. Here, "closed" refers to covering or closing, which can be either sealed or unsealed. The first part may be an upper cover, and the second part may be a lower housing.

[0122] As an example, the enclosure may include a top cover, a frame, and a bottom plate. The top cover and bottom plate are connected to the frame, creating a closed storage space inside the enclosure to house the individual battery cells.

[0123] In some embodiments, the housing may be part of the vehicle's chassis structure. For example, a portion of the housing may be at least a portion of the vehicle's floor, or a portion of the housing may be at least a portion of the vehicle's crossbeams and longitudinal beams.

[0124] The technical solutions described in the embodiments of this application are applicable to various electrical devices that use individual battery cells, such as mobile phones, portable devices, laptops, electric vehicles, electric toys, power tools, vehicles, ships, and spacecraft. For example, spacecraft include airplanes, rockets, space shuttles, and spacecraft.

[0125] For ease of explanation, the following embodiments will be described using a vehicle 1000 as an example of an electrical device according to an embodiment of this application.

[0126] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of a vehicle 1000 provided in some embodiments of this application. The vehicle 1000 can be a gasoline-powered vehicle, a natural gas-powered vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicle 1000 is equipped with a battery device 100, which can be located at the bottom, front, or rear of the vehicle 1000. The battery device 100 can be used to power the vehicle 1000; for example, the battery device 100 can serve as the operating power source for the vehicle 1000. The vehicle 1000 may also include a controller 200 and a motor 300. The controller 200 is used to control the battery device 100 to supply power to the motor 300, for example, to meet the power needs of the vehicle 1000 during starting, navigation, and driving.

[0127] In some embodiments of this application, the battery device 100 can not only serve as the operating power source for the vehicle 1000, but also as the driving power source for the vehicle 1000, replacing or partially replacing fuel or natural gas to provide driving force for the vehicle 1000.

[0128] Please refer to Figure 2 , Figure 2This is an exploded structural diagram of a battery device 100 according to some embodiments of this application. The battery device 100 includes a housing 20 and a battery cell 10, with the battery cell 10 housed within the housing 20. The housing 20 provides a space for accommodating the battery cell 10, and the housing 20 can adopt various structures. In some embodiments, the housing 20 may include a first portion 21 and a second portion 22, which overlap each other, jointly defining a space for accommodating the battery cell 10. The second portion 22 may be a hollow structure with one open end, and the first portion 21 may be a plate-like structure, covering the open side of the second portion 22 so that the first portion 21 and the second portion 22 jointly define the space; alternatively, the first portion 21 and the second portion 22 may both be hollow structures with one open side, with the open side of the first portion 21 covering the open side of the second portion 22. Of course, the housing 20 formed by the first portion 21 and the second portion 22 can be of various shapes, such as a cylinder, a cuboid, etc.

[0129] In the battery device 100, there can be multiple battery cells 10, which can be connected in series, parallel, or in a mixed manner. A mixed connection means that multiple battery cells 10 are connected in both series and parallel configurations. Multiple battery cells 10 can be directly connected in series, parallel, or in a mixed manner, and then the entire assembly of the multiple battery cells 10 is housed within the housing 20. Alternatively, the battery device 100 can also consist of multiple battery cells 10 first connected in series, parallel, or in a mixed manner to form battery modules, and then these battery modules are connected in series, parallel, or in a mixed manner to form a whole, which is also housed within the housing 20. The battery device 100 may also include other structures; for example, it may include a busbar component for electrical connection between the multiple battery cells 10.

[0130] Firstly, please refer to Figure 3 This application provides a thermal management system 400 for use in a vehicle 1000. The thermal management system 400 includes a refrigerant system 41 and a coolant system 43. The refrigerant system 41 includes a heat exchanger 80, and the coolant system 43 exchanges heat with the refrigerant system 41 through the heat exchanger 80. The coolant system 43 includes an inlet valve 50, a drain valve 60, and a water pump 70. The inlet valve 50 is connected to the inlet of the water pump 70, and the drain valve 60 is connected to the outlet of the water pump 70. In a first mode, the inlet valve 50 and the drain valve 60 are used to allow coolant to flow within the coolant system 43 under the drive of the water pump 70. In a second mode, the inlet valve 50 communicates with the interior space of the vehicle 1000, the drain valve 60 communicates with the exterior space of the vehicle 1000, and the water pump 70, when operating, uses the inlet valve 50 to draw water from the interior space of the vehicle 1000 and drains the water to the exterior space of the vehicle 1000 through the drain valve 60.

[0131] Specifically, the vehicle 1000 includes a thermal management system 400, which is used to regulate and control the temperature of heat-generating components inside the vehicle 1000, including but not limited to the battery device 100 and the electric drive assembly 31, to a certain extent ensuring that these components operate within a suitable operating temperature range.

[0132] Please combine Figure 3 The thermal management system 400 includes a refrigerant system 41, which is used for refrigerant circulation and heat exchange. The refrigerant system 41 contains a refrigerant and a heat exchanger 80. In the heat exchanger 80, the refrigerant releases or absorbs heat through evaporation or condensation, thereby achieving a cooling or heating effect. When the refrigerant flows through the refrigerant system 41, it can undergo a phase change, thereby absorbing and releasing heat. Refrigerants include, but are not limited to, alkanes, tetrafluoroethane, Freon, propane (R290), isobutane, etc., and this application does not impose any limitations on these.

[0133] The thermal management system 400 also includes a coolant system 43, which is used for coolant circulation and heat exchange. The coolant system 43 contains coolant, and the coolant undergoes virtually no phase change as it flows through it. The coolant exchanges heat with the refrigerant in the heat exchanger 80. During this heat exchange, the temperature of the coolant changes (rises or falls), but essentially no phase change occurs. Coolants include, but are not limited to, water, ethylene glycol, and mixtures thereof (such as ethylene glycol-water mixtures).

[0134] Optionally, in one embodiment, the thermal management system 400 may include an air conditioning unit 700, which includes a cold core 701, a warm core 702, and a temperature damper 703. When the temperature damper 703 opens the air duct containing the warm core 702, the airflow passing through the warm core 702 flows into the cold core 701, and then into the passenger compartment. The temperature damper 703 can also control the airflow rate to the warm core 702. When the warm core 702 is a high-temperature warm core 702, the temperature of the airflow can be increased, thereby heating the passenger compartment. In one embodiment, the airflow blowing into the passenger compartment first passes through the cold core 701. When the temperature damper 703 closes the air duct containing the warm core 702, the airflow passing through the cold core 701 does not flow into the warm core 702, but instead flows into the passenger compartment.

[0135] In this embodiment, the coolant system 43 includes an inlet valve 50, a drain valve 60, and a water pump 70. Optionally, please refer to... Figure 1The inlet valve 50 and the drain valve 60 can be three-way valves. The inlet valve 50 is connected to the inlet of the water pump 70, and the drain valve 60 is connected to the outlet of the water pump 70. When the vehicle 1000 is operating normally, it can be in the first mode. The inlet valve 50 allows the coolant in the coolant system 43 to enter the water pump 70. The water pump 70 starts working, pressurizing and pushing the coolant into the drain valve 60. Subsequently, the coolant re-enters the coolant system 43 for circulation and heat exchange.

[0136] When vehicle 1000 accidentally falls into water or faces flooding, and a large amount of water enters its interior space, vehicle 1000 can automatically or switch to a second mode upon command. In the second mode, by adjusting the valve opening positions of the inlet valve 50 and the drain valve 60, the inlet valve 50 is connected to the interior space of vehicle 1000, and the drain valve 60 is connected to the exterior space of vehicle 1000. When the water pump 70 is working, water from the interior space of vehicle 1000 can enter the coolant system 43 through the inlet valve 50, and then be discharged to the exterior space of vehicle 1000 through the drain valve 60, thereby realizing the function of vehicle 1000 actively draining water. Therefore, when Vehicle 1000 falls into water, activating the second mode can drain the water from the interior of Vehicle 1000 to the outside, which can delay the sinking time of Vehicle 1000 to some extent, providing more time for the people inside to escape or wait for rescue. When Vehicle 1000 is flooded due to rainstorms, activating the second mode can drain the water from the interior of Vehicle 1000 to the outside, which can reduce the extent of flooding of Vehicle 1000 to some extent.

[0137] Optionally, in one embodiment, a liquid sensor may be installed in a desired location on the vehicle 1000. When water enters the vehicle 1000, the liquid sensor can detect the water ingress status, and thus, when water enters the vehicle 1000, the vehicle 1000 can control the thermal management system 400 to switch to a second mode. The liquid sensor includes, but is not limited to, a liquid level sensor.

[0138] Optionally, in one embodiment, the vehicle 1000 can directly communicate with the terminal device or communicate with the terminal device through a cloud server to obtain drainage instructions from the terminal device, and control the thermal management system 400 to switch to the second mode according to the drainage instructions. The terminal device includes, but is not limited to, in-vehicle displays, mobile phones, tablets, personal computers, wearable smart devices (such as smartwatches, smart bracelets, smart helmets, smart glasses, etc.), and other vehicles. The in-vehicle displays include, but are not limited to, instrument panel displays, central control displays, passenger-side displays, sun visor displays, rear-seat displays, roof-mounted displays, and head-up displays (HUDs).

[0139] In one example, when vehicle 1000 is in a situation of being submerged in water or experiencing heavy rain, the driver can tap the in-vehicle display screen to activate the second mode. Vehicle 1000 then controls the thermal management system 400 to switch to the second mode, controlling the valve opening positions of the inlet valve 50 and the drain valve 60. This connects the inlet valve 50 to the interior space of vehicle 1000 and the drain valve 60 to the exterior space of vehicle 1000. The driver then controls the water pump 70 to pump water, drawing water from the interior of vehicle 1000 into the coolant system 43 through the inlet valve 50 and then draining it through the drain valve 60 to the exterior space of vehicle 1000. This enables vehicle 1000 to actively drain water.

[0140] The number and position of the inlet valve 50, drain valve 60, and water pump 70 can be specifically limited according to actual conditions. This application does not impose specific limitations in this regard. When drainage is required, the inlet valve 50, water pump 70, and drain valve 60 can be connected. In one embodiment, please refer to... Figure 3 There are 3 inlet valves 50, 3 outlet valves 60 and 3 water pumps 70, with a drainage capacity of 20×3=60 liters / minute.

[0141] Optionally, the water inlet valve 50 can be located at a low point in the passenger compartment so that accumulated water in the passenger compartment can be drained in a timely manner.

[0142] Therefore, in the first mode, the inlet valve 50 and the drain valve 60 can enable the coolant system 43 to work normally; in the second mode, the inlet valve 50 is connected to the interior space of the vehicle 1000, and the drain valve 60 is connected to the exterior space of the vehicle 1000. When the water pump 70 is working, it can draw water from the interior space of the vehicle 1000 through the inlet valve 50 and drain it through the drain valve 60 to the exterior space of the vehicle 1000, thereby realizing the function of actively draining water to the outside of the vehicle, which to a certain extent delays the sinking time of the vehicle 1000 and provides more time for the people inside the vehicle to escape or wait for rescue; in the face of flooding, it can also play a role in reducing the degree of water immersion of the vehicle 1000.

[0143] According to some embodiments of this application, optionally, the heat exchanger 80 includes a first heat exchanger 81 and a second heat exchanger 82, and the coolant system 43 includes a first heat exchange system 431 and a second heat exchange system 432. The first heat exchange system 431 is used for heat exchange with the battery device 100 and for heat exchange with the refrigerant system 41 through the first heat exchanger 81. The second heat exchange system 432 includes a heat core 702 for heating the passenger compartment and is used for heat exchange with the refrigerant system 41 through the second heat exchanger 82. Both the first heat exchange system 431 and the second heat exchange system 432 include an inlet valve 50, a drain valve 60, and a water pump 70.

[0144] Specifically, please combine Figure 3The first heat exchange system 431 includes a first inlet valve 51, a first drain valve 61, and a first water pump 71. The first inlet valve 51 is connected to the inlet of the first water pump 71, and the first drain valve 61 is connected to the outlet of the first water pump 71. The battery device 100 is located on the pipeline between the first inlet valve 51 and the first water pump 71. In the first mode, the first inlet valve 51 causes the coolant in the first heat exchange system 431 to flow to the battery device 100. The battery device 100 exchanges heat with the coolant, and then the cooled coolant, driven by the first water pump 71, flows through the first drain valve 61 to the first heat exchanger 81. The coolant exchanges heat with the refrigerant system 41 through the first heat exchanger 81, and then the cooled coolant re-enters the first drain valve 61 for circulation.

[0145] The second heat exchange system 432 includes a second inlet valve 52, a second drain valve 62, and a second water pump 72. The second inlet valve 52 is connected to the inlet of the second water pump 72, and the second drain valve 62 is connected to the outlet of the second water pump 72. The heating element 702 is located on the pipeline between the second water pump 72 and the second drain valve 62. In the first mode, the coolant of the second heat exchange system 432 exchanges heat with the refrigerant system 41 through the second heat exchanger 82. After heat exchange, the coolant flows to the heating element 702 through the second inlet valve 52, driven by the second water pump 72. The coolant exchanges heat with the heating element 702 to heat the heating element 702. The heating element 702 transfers heat to the air in the passenger compartment. After heat exchange, the coolant re-enters the second heat exchanger 82 through the second drain valve 62 for circulation.

[0146] When vehicle 1000 is in the second mode, by adjusting the valve opening positions of the first water inlet valve 51, the second water inlet valve 52, the first drain valve 61, and / or the second drain valve 62, the first water inlet valve 51 and / or the second water inlet valve 52 are connected to the internal space of vehicle 1000, and the first drain valve 61 and / or the second drain valve 62 are connected to the external space of vehicle 1000. When the first water pump 71 is working, water from the internal space of vehicle 1000 can enter the first heat exchange system 431 through the first water inlet valve 51, and then be discharged to the external space of vehicle 1000 through the first drain valve 61. When the second water pump 72 is working, water from the internal space of vehicle 1000 can enter the second heat exchange system 432 through the second water inlet valve 52, and then be discharged to the external space of vehicle 1000 through the second drain valve 62. Therefore, the function of vehicle 1000 actively draining water can be realized.

[0147] The first heat exchanger 81 includes, but is not limited to, a plate heat exchanger (chiller), and the second heat exchanger 82 includes, but is not limited to, a water-cooled condenser (WCC).

[0148] It should be noted that the locations of the first inlet valve 51, the first drain valve 61, and the first water pump 71 are not limited to... Figure 3 The location shown can also be any other location in the first heat exchange system 431. The locations of the second inlet valve 52, the second drain valve 62, and the second water pump 72 are not limited to... Figure 3 The location shown can also be any other location of the second heat exchange system 432.

[0149] Thus, the first heat exchange system 431, the second heat exchange system 432 and the refrigerant system 41 work together to keep the temperature of the battery unit 100 and the crew compartment within a suitable temperature range.

[0150] According to some embodiments of this application, optionally, the first heat exchange system 431 includes a heater 37 for heating the coolant of the first heat exchange system 431.

[0151] Specifically, please combine Figure 3 Optionally, heater 37 is disposed on the pipeline between the first water pump 71 and the first drain valve 61, for heating the coolant flowing through the first heat exchange system 431. In low-temperature environments, heater 37 can rapidly increase the temperature of the coolant, thereby achieving rapid heating of components exchanging heat with the first heat exchange system 431 (including but not limited to the first heat exchanger 81 and the battery device 100). In one embodiment, please refer to... Figure 9 The high-temperature coolant obtained by heating can then be used to heat the battery device 100 through the first heat exchanger 81, thereby ensuring that the coolant temperature at the inlet of the battery device 100 meets the requirements. At this time, the refrigerant circuit 41 can be deactivated.

[0152] In one embodiment, please combine Figure 8 The high-temperature coolant obtained by heating does not exchange heat with the first heat exchanger 81. Instead, the high-temperature coolant circulates directly in the first heat exchange system 431, which can heat the battery device 100, thereby ensuring that the coolant temperature at the inlet of the battery device 100 meets the requirements. At this time, the refrigerant circuit 41 can be shut down.

[0153] Optionally, heater 37 may include, but is not limited to, a PTC (Positive Temperature Coefficient) heater.

[0154] It should be noted that the low temperature and high temperature mentioned in this application refer to the relative high and low temperatures of the two, and do not involve specific temperatures or temperature ranges.

[0155] Therefore, in low-temperature environments, when heater 37 is working, it can accelerate the heat transfer rate in the heat exchange process to a certain extent, so that the components inside vehicle 1000 can operate within a suitable temperature range.

[0156] According to some embodiments of this application, optionally, the refrigerant system 41 includes a compressor 45, a first expansion valve 47, a second expansion valve 48, and a cooling core 701 (EVA). The cooling core 701 is used to cool the passenger compartment. The compressor 45, the second heat exchanger 82, the first expansion valve 47, and the first heat exchanger 81 are connected in sequence, and the compressor 45, the second heat exchanger 82, the second expansion valve 48, and the cooling core 701 are connected in sequence.

[0157] Specifically, please combine Figure 3 The first expansion valve 47 is located between the first heat exchanger 81 and the second heat exchanger 82. The second expansion valve 48 is located between the second heat exchanger 82 and the cold core 701.

[0158] In one embodiment, when the first expansion valve 47 is open and the second expansion valve 48 is closed, refrigerant flows out of the compressor 45 and sequentially flows to the second heat exchanger 82, the first expansion valve 47, and the first heat exchanger 81, before returning to the compressor 45. The compressor 45 draws refrigerant from the low-pressure zone. After compression, the refrigerant becomes a high-temperature, high-pressure gas, which then enters the second heat exchanger 82 for condensation and heat release. In the second heat exchanger 82, the gaseous refrigerant releases heat and condenses into a liquid. Subsequently, the refrigerant enters the first heat exchanger 81 through the first expansion valve 47 for evaporation and heat absorption. In the first heat exchanger 81, the liquid refrigerant absorbs heat from the first heat exchanger 81 and evaporates into a gas, lowering the temperature of the first heat exchanger 81 and achieving a cooling effect. Finally, the resulting low-pressure refrigerant is drawn back by the compressor 45 to begin a new cycle.

[0159] In one embodiment, when the second expansion valve 48 is open and the first expansion valve 47 is closed, refrigerant flows out of the compressor 45 and sequentially through the second heat exchanger 82, the second expansion valve 48, and the cold core 701, before returning to the compressor 45. The compressor 45 draws refrigerant from the low-pressure zone. After compression, the refrigerant becomes a high-temperature, high-pressure gas, which then enters the second heat exchanger 82 for condensation and heat release. In the second heat exchanger 82, the gaseous refrigerant releases heat and condenses into a liquid. Subsequently, the refrigerant enters the cold core 701 through the second expansion valve 48 for evaporation and heat absorption. In the cold core 701, the liquid refrigerant absorbs heat from the passenger compartment and evaporates into a gas, thereby cooling the passenger compartment. Finally, the resulting low-pressure refrigerant is drawn back by the compressor 45 to begin a new cycle.

[0160] In one embodiment, both the first expansion valve 47 and the second expansion valve 48 can be open, allowing the refrigerant compressed by the compressor 45 to enter different pipelines through the first expansion valve 47 and the second expansion valve 48 respectively. By adjusting the opening degree of the two expansion valves, the amount of refrigerant exchanging heat with the first heat exchanger 81 and the cold core 701 can be controlled respectively, thereby meeting different cooling requirements.

[0161] Optionally, the refrigerant system 41 also includes a liquid receiver 46, which can replenish the refrigerant system 41 with liquid refrigerant and store the liquid refrigerant in the refrigerant system 41.

[0162] Therefore, the refrigerant system 41 can achieve a highly efficient cooling effect through the coordinated operation of its various components.

[0163] Based on some embodiments of this application, please refer to... Figure 3 Optionally, the coolant system 43 includes a third heat exchange system 433 and a fourth heat exchange system 434. The third heat exchange system 433 is used for heat exchange with electrical components, and the fourth heat exchange system 434 includes a third heat exchanger 83 for heat exchange with the environment. The thermal management system 400 includes a first multi-way valve 91 and a second multi-way valve 92. The first multi-way valve 91 is connected to the second multi-way valve 92 through the first heat exchanger 81. One end of the third heat exchange system 433 is connected to the first multi-way valve 91, and the other end is connected to the second multi-way valve 92. One end of the first heat exchange system 431 is connected to the first multi-way valve 91, and the other end is connected to the second multi-way valve 92. One end of the fourth heat exchange system 434 is connected to the first multi-way valve 91, and the other end is connected to the second multi-way valve 92. It is also connected to one end of the second heat exchanger 82 through a three-way valve 93. One end of the second heat exchange system 432 is connected to one end of the second heat exchanger 82 through the three-way valve 93. The other end of the second heat exchanger 82 is connected to the second multi-way valve 92 and the other end of the second heat exchange system 432.

[0164] Specifically, please combine Figure 3 The third heat exchange system 433 is used to exchange heat with electrical components, thereby regulating the temperature of the electrical components. The electrical components can be electrically powered components. These electrical components include, but are not limited to, the electric drive assembly 31, the charging module 33, and the domain-controlled cooling module 35. The electric drive assembly 31 includes a motor, a reducer, a gearbox, and an electric drive controller. The electric drive controller controls the battery device 100 to supply power to the motor, for example, to meet the power needs of the vehicle 100 during starting, navigation, and driving.

[0165] The fourth heat exchange system 434 includes a third heat exchanger 83, which includes, but is not limited to, a low-temperature radiator (LTR). The third heat exchanger 83 can be used for heat exchange with the environment. Optionally, in one embodiment, the third heat exchanger 83 may include a heat dissipation substrate and heat dissipation fins. The heat dissipation substrate may be made of a metallic material with good thermal conductivity, such as aluminum, steel, or copper. The metallic material can effectively transfer heat from the heat exchange medium to the surface of the third heat exchanger 83. Optionally, the vehicle 1000 also includes a cooling fan that blows air onto the third heat exchanger 83 when it is operating to cool it.

[0166] The first multi-way valve 91 and the second multi-way valve 92 control the direction of coolant in the pipeline. Multi-way valves typically employ ball valves or rotary pilot valves to control and regulate fluid flow. During operation, rotating the valve core changes the connection state of the fluid channels, thereby enabling the interconnection and control of multiple fluid pipelines. The first multi-way valve 91 and the second multi-way valve 92 have multiple connection ports. The first heat exchanger 81, the first heat exchange system 431, the third heat exchange system 433, and the fourth heat exchange system 434 can be connected to their respective connection ports, thus connecting to the first multi-way valve 91 and the second multi-way valve 92.

[0167] The configuration state of the first multi-way valve 91 and the second multi-way valve 92 can refer to the state in which one connection port is connected to the other connection port or not connected. When the two connection ports are connected, the coolant can flow from the connection port to the other connection port inside the multi-way valve; when the two connection ports are not connected, the coolant cannot flow from the connection port to the other connection port inside the multi-way valve.

[0168] In the embodiment shown in the figure, as an example, the first multi-way valve 91 has 5 connection ports, namely A, B, C, D, and E, and the second multi-way valve 92 has 6 connection ports, namely F, G, H, I, J, and K.

[0169] One end of the first heat exchanger 81 is connected to port B of the first multi-way valve 91, and the other end is connected to port G of the second multi-way valve 92. One end of the third heat exchange system 433 is connected to port D of the first multi-way valve 91, and the other end is connected to port F of the second multi-way valve 92. One end of the first heat exchange system 431 is connected to port C of the first multi-way valve 91, and the other end is connected to port I of the second multi-way valve 92. One end of the fourth heat exchange system 434 is connected to ports A and E of the first multi-way valve 91, and the other end is connected to port K of the second multi-way valve 92, and is also connected to one end of the second heat exchanger 82 via a three-way valve 93. One end of the second heat exchange system 432 is connected to one end of the second heat exchanger 82 via the three-way valve 93, and the other end of the second heat exchanger 82 is connected to port J of the second multi-way valve 92, and is also connected to the other end of the second heat exchange system 432.

[0170] It is understandable that when the number of first modes that the thermal management system 400 can achieve decreases or increases, the number of connection ports of the first multi-way valve 91 and the second multi-way valve 92 can also decrease or increase accordingly to meet the different first mode requirements of the thermal management system 400.

[0171] Optionally, in one embodiment, the first mode of the thermal management system 400 includes a passive cooling mode for the battery device 100. Figure 4 ), Battery device 100 active cooling mode ( Figure 5), battery unit 100 and crew cabin cooling mode ( Figure 6 ), Battery unit 100 cooling and crew cabin heating modes ( Figure 7 ), Battery device 100 passive heating mode ( Figure 8 ), Battery device 100 active heating mode ( Figure 9 ), Battery device 100 self-circulation mode ( Figure 10 ), Electric drive assembly 31 cooling mode ( Figure 11 ), heat pump cooling mode ( Figure 12 ), Electric drive assembly waste heat recovery mode ( Figure 13 Heater 37 heat source heat pump mode ( Figure 14 ), Electric drive assembly 31 heat storage mode ( Figure 15 ), environmental heat source heat pump mode ( Figure 16 The thermal management system 400 may include a controller, which may be electrically connected to the first multi-way valve 91, the second multi-way valve 92, and the three-way valve 93, for controlling the configuration status of the first multi-way valve 91, the second multi-way valve 92, and the three-way valve 93. The controller of the thermal management system 400 and the controller of the vehicle 1000 may be the same controller or different controllers; this application does not specifically limit this.

[0172] exist Figures 4 to 16 In the diagram, a solid line indicates that coolant or refrigerant is flowing, or that coolant or refrigerant is in motion; a dashed line indicates that coolant or refrigerant is not flowing, or that coolant or refrigerant is not in motion.

[0173] Thus, by changing the configuration of the first multi-way valve 91 and the second multi-way valve 92, different connection ports are interconnected through the channels in the first multi-way valve 91 and the second multi-way valve 92, connecting one pipeline to another, thereby enabling the transfer of heat between different pipelines.

[0174] According to some embodiments of this application, optionally, the fourth heat exchange system 434 includes a drain valve 60 and a water pump 70, and the inlet valve 50 is provided in at least one of the following: the third heat exchange system 433, the fourth heat exchange system 434, the pipeline between the other end of the fourth heat exchange system 434 and the second multi-way valve 92, the pipeline between the second multi-way valve 92 and the second heat exchanger 82, and the pipeline between the first multi-way valve 91 and the second multi-way valve 92.

[0175] Specifically, please combine Figure 3The fourth heat exchange system 434 includes a third drain valve 63 and a third water pump 73. The inlet valve 70 includes a third inlet valve 53, which is located in the pipeline between the other end of the fourth heat exchange system 434 and the second multi-way valve 92. When the vehicle 1000 is in the second mode, by adjusting the valve opening positions of the third inlet valve 53 and the third drain valve 63, the third inlet valve 53 is connected to the internal space of the vehicle 1000, and the third drain valve 63 is connected to the external space of the vehicle 1000.

[0176] In one embodiment, the third inlet valve 53 is located in the third heat exchange system 433. When the third water pump 73 is working, it can allow water from the interior space of the vehicle 1000 to enter the third heat exchange system 433 through the third inlet valve 53, and then discharge it to the exterior space of the vehicle 1000 through the third drain valve 63.

[0177] In one embodiment, the third inlet valve 53 is located in the fourth heat exchange system 434. When the third water pump 73 is working, it can allow water from the interior space of the vehicle 1000 to enter the fourth heat exchange system 434 through the third inlet valve 53, and then discharge it to the exterior space of the vehicle 1000 through the third drain valve 63.

[0178] In one embodiment, the third inlet valve 53 is located in the pipeline between the other end of the fourth heat exchange system 434 and the second multi-way valve 92. When the third water pump 73 is working, it can allow water from the interior space of the vehicle 1000 to enter the pipeline between the other end of the fourth heat exchange system 434 and the second multi-way valve 92 through the third inlet valve 53, and then discharge it to the exterior space of the vehicle 1000 through the third drain valve 63.

[0179] In one embodiment, the third inlet valve 53 is located in the pipeline between the second multi-way valve 92 and the second heat exchanger 82. When the third water pump 73 is working, it can allow water from the interior space of the vehicle 1000 to enter the pipeline between the second multi-way valve 92 and the second heat exchanger 82 through the third inlet valve 53, and then discharge it to the exterior space of the vehicle 1000 through the third drain valve 63.

[0180] In one embodiment, the third inlet valve 53 is located in the pipeline between the first multi-way valve 91 and the second multi-way valve 92, and the third drain valve 63 is located in the pipeline between the second multi-way valve 92 and the second heat exchanger 82. When the third water pump 73 is working, it can allow water from the interior space of the vehicle 1000 to enter the pipeline between the first multi-way valve 91 and the second multi-way valve 92 through the third inlet valve 53, and then discharge it to the exterior space of the vehicle 1000 through the third drain valve 63.

[0181] When vehicle 1000 is in the second mode, by adjusting the valve opening positions of the third inlet valve 53 and the third drain valve 63, the third inlet valve 53 is connected to the internal space of vehicle 1000, and the third drain valve 63 is connected to the external space of vehicle 1000. When the third water pump 73 is working, water from the internal space of vehicle 1000 can enter the third water pump 73 through the third inlet valve 53, and when the third water pump 73 is working, the water is discharged to the external space of vehicle 1000 through the second drain valve 62. Therefore, the function of vehicle 1000 actively draining water can be realized.

[0182] Therefore, the vehicle 1000 can actively drain water by cooperating with the inlet valve 50, the water pump 70 and the drain valve 60.

[0183] According to some embodiments of this application, optionally, the fourth heat exchange system 434 includes a heat exchange pipeline 434a and a bypass pipeline 434b. A third heat exchanger 83 is provided on the heat exchange pipeline 434a. One end of the heat exchange pipeline 434a and one end of the bypass pipeline 434b are connected to the water pump 70. One end of the bypass pipeline 434b is connected to the water pump 70. The other end of the heat exchange pipeline 434a is connected to the first multi-way valve 91. The other end of the bypass pipeline 434b is connected to the first multi-way valve 91.

[0184] Specifically, please combine Figure 5 , Figure 6 , Figures 10 to 12 When the first multi-way valve 91 is configured to connect the A port and the D port so that the third heat exchange system 433 is connected to the heat exchange pipeline 434a, the third heat exchanger 83 can participate in heat exchange, and the third heat exchanger 83 and the electric drive assembly 31 form a coolant flow pipeline.

[0185] Please combine Figure 7 , Figure 9 , Figure 14 When the first multi-way valve 91 is configured to connect the E port and the D port so that the third heat exchange system 433 is connected to the bypass pipe 434b, the third heat exchanger 83 does not participate in heat exchange, and the third heat exchanger 83 and the electric drive assembly 31 do not form a coolant flow pipe.

[0186] Therefore, the connection status between the heat exchange pipeline 434a and the third heat exchange system 433, as well as the connection status between the bypass pipeline 434b and the third heat exchange system 433, can be adjusted by the configuration status of the first multi-way valve 91.

[0187] According to some embodiments of this application, optionally, the first multi-way valve 91 is configured to: connect the third heat exchange system 433 to the first heat exchange system 431, and connect the heat exchange pipeline 434a to the first heat exchanger 81.

[0188] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the second heat exchanger 82 and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0189] The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a, or;

[0190] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the heat exchange pipeline 434a and the first heat exchange system 431 to the first heat exchanger 81.

[0191] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the second heat exchanger 82 and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0192] The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a, or;

[0193] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the bypass pipeline 434b and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0194] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the bypass pipeline 434b and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0195] The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432, or;

[0196] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the first heat exchange system 431;

[0197] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the first heat exchange system 431, or;

[0198] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the bypass pipeline 434b and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0199] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the bypass pipeline 434b, and to connect the first heat exchange system 431 to the first heat exchanger 81, or;

[0200] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the heat exchange pipeline 434a and the first heat exchange system 431 to the first heat exchanger 81.

[0201] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the second heat exchanger 82 and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0202] The three-way valve 93 is configured to connect the heat exchange pipeline 434a to the second heat exchanger 82, or;

[0203] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the heat exchange pipeline 434a;

[0204] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the second heat exchanger 82.

[0205] The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a, or;

[0206] Optionally, the first multi-way valve 91 is configured to connect the heat exchange pipeline 434a to the first heat exchanger 81 and to connect the third heat exchange system 433 to the first heat exchange system 431.

[0207] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the first heat exchange system 431 and to connect the first heat exchanger 81 to the heat exchange pipeline 434a.

[0208] The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432.

[0209] Specifically, in one embodiment, please refer to... Figure 4 In the passive cooling mode of the battery device 100, the first multi-way valve 91 is configured such that its D and C ports connect to the first heat exchange system 431, and its A and B ports connect to the first heat exchange system 431. The second multi-way valve 92 is configured such that its F and J ports connect to the second heat exchanger 82, and its I and G ports connect to the first heat exchange system 431. The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchanger 434a.

[0210] In this mode, the refrigerant system 41 is not in operation. The third water pump 73 operates, and coolant flows from the third water pump 73 into the third heat exchanger 81. In the third heat exchanger 81, it exchanges heat with the low-temperature environment to form a low-temperature coolant. The low-temperature coolant flows into the first heat exchanger 81 through the first multi-way valve 91, and then flows into the first heat exchange system 431 through the second multi-way valve 92, where it exchanges heat with the battery device 100, cooling the battery device 100. The cooled coolant after heat exchange forms a medium-temperature coolant, which flows into the third heat exchange system 433 through the first multi-way valve 91, where it exchanges heat with the electrical components to form a high-temperature coolant. The high-temperature coolant flows back to the third heat exchanger 83 through the second multi-way valve 92, the second heat exchanger 82, the second inlet valve 52, and the three-way valve 93, where it exchanges heat with the third heat exchanger 83 again to form a low-temperature coolant, thus forming a circulating heat exchange. Therefore, the battery device 100 and electrical components can be cooled in a low-temperature environment.

[0211] The passive cooling mentioned in this application refers to cooling the component using a low-temperature environment, the active cooling refers to cooling the component using a refrigerant circuit, the passive heating refers to heating the component using a high-temperature environment, and the active heating refers to heating the component using a refrigerant circuit.

[0212] In one embodiment, please combine Figure 5 In the active cooling mode of the battery device 100, the first multi-way valve 91 is configured such that connection port A connects to connection port D to connect the third heat exchange system 433 to heat exchanger 80, and connection port B connects to connection port C to connect the first heat exchange system 431 to heat exchanger 81. The second multi-way valve 92 is configured such that connection port F connects to connection port J to connect the third heat exchange system 433 to heat exchanger 82, and connection port G connects to connection port I to connect the first heat exchange system 431 to heat exchanger 81. The three-way valve 93 is configured to connect the second heat exchanger 82 to heat exchange pipeline 434a.

[0213] In this mode, the refrigerant system 41 operates. The first water pump 71 operates, and coolant flows from the first water pump 71, through the first drain valve 61 and the first multi-way valve 91 into the first heat exchanger 81. In the first heat exchanger 81, heat is exchanged with the refrigerant circuit 41 to form a low-temperature coolant. This low-temperature coolant then flows through the second multi-way valve 92 into the first heat exchange system 431, where it exchanges heat with the battery device 100, cooling the battery device 100. The cooled coolant after heat exchange becomes a high-temperature coolant. This high-temperature coolant flows back to the first heat exchanger 81 through the first multi-way valve 91, where it exchanges heat with the refrigerant circuit 41 again to form a low-temperature coolant, thus creating a circulating heat exchange system. Therefore, the temperature of the battery device 100 can be reduced.

[0214] In this system, the first heat exchanger 81 transfers heat to the refrigerant. In the refrigerant system 41, the refrigerant flows sequentially through the compressor 45 and the second heat exchanger 82. The high-temperature refrigerant exchanges heat with the second heat exchanger 82, causing the coolant system 43 to form a high-temperature coolant. The high-temperature coolant flows through the three-way valve 93 to the third heat exchanger 83 and exchanges heat with the third heat exchanger 83 to form a low-temperature coolant. The heat is transferred to the external space of the vehicle 1000 through the third heat exchanger 83.

[0215] In one embodiment, please combine Figure 6 In the battery unit 100 and crew cabin cooling mode, the first multi-way valve 91 is configured with ports A and D connecting to connect the third heat exchange system 433 to the heat exchanger 80, and ports B and C connecting to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured with ports F and J connecting to connect the third heat exchange system 433 to the second heat exchanger 82, and ports G and I connecting to connect the first heat exchange system 431 to the first heat exchanger 81. The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a.

[0216] In this mode, the refrigerant system 41 operates. The first water pump 71 operates, and coolant flows from the first water pump 71, through the first drain valve 61 and the first multi-way valve 91 into the first heat exchanger 81. In the first heat exchanger 81, heat is exchanged with the refrigerant circuit 41 to form a low-temperature coolant. This low-temperature coolant then flows through the second multi-way valve 92 into the first heat exchange system 431, where it exchanges heat with the battery device 100, cooling the battery device 100. The cooled coolant after heat exchange becomes a high-temperature coolant. This high-temperature coolant flows back to the first heat exchanger 81 through the first multi-way valve 91, where it exchanges heat with the refrigerant circuit 41 again to form a low-temperature coolant, thus creating a circulating heat exchange system. Therefore, the temperature of the battery device 100 can be reduced.

[0217] In this system, the first heat exchanger 81 transfers heat to the refrigerant. The refrigerant in the refrigerant system 41 flows sequentially through the compressor 45, the second heat exchanger 82, and the receiver 46. The refrigerant exiting the second heat exchanger 82 splits into two paths: one flows through the first expansion valve 47 and the first heat exchanger 81, exchanging heat with the coolant in the first heat exchange system 431; the other flows through the second expansion valve 48 and the cooling core 701, cooling and dehumidifying the air passing through the cooling core 701, thereby cooling the passenger compartment. The warm refrigerant exchanges heat with the second heat exchanger 82, causing the coolant system 43 to form a high-temperature coolant. This high-temperature coolant flows through the three-way valve 93 to the third heat exchanger 83, where it exchanges heat again to form a low-temperature coolant. Heat is then transferred through the third heat exchanger 83 to the external space of the vehicle 1000.

[0218] In one embodiment, please combine Figure 7 In the cooling and crew cabin heating modes of the battery unit 100, the first multi-way valve 91 is configured with its E and D ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its B and C ports connected to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured with its F and K ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its G and I ports connected to connect the first heat exchange system 431 to the first heat exchanger 81. The three-way valve 93 is configured to connect the second heat exchange system 432 to the second heat exchanger 82.

[0219] In this mode, the refrigerant system 41 operates. The first water pump 71 operates, and coolant flows into the first heat exchanger 81 via the first water pump 71, the first drain valve 61, and the first multi-way valve 91. In the first heat exchanger 81, heat is exchanged with the refrigerant circuit 41 to form a low-temperature coolant. This low-temperature coolant then exchanges heat with the battery device 100, cooling the battery device 100. The cooled coolant after heat exchange becomes a high-temperature coolant, which flows back to the first heat exchanger 81 via the first multi-way valve 91, where it exchanges heat with the refrigerant circuit 41 again to form a low-temperature coolant, thus creating a circulating heat exchange system. This reduces the temperature of the battery device 100.

[0220] In this system, the first heat exchanger 81 transfers heat to the refrigerant. The refrigerant in the refrigerant system 41 flows sequentially through the compressor 45 and the second heat exchanger 82. The high-temperature refrigerant exchanges heat with the second heat exchanger 82, causing the coolant system 43 to form a high-temperature coolant. This high-temperature coolant flows through the three-way valve 93 and then through the heating element 702, which heats the air in the passenger compartment, thus heating the passenger compartment. Therefore, when the battery device 100 reaches a high temperature after fast charging, the heat from the battery device 100 is transferred to the passenger compartment through the battery device 100 cooling and passenger compartment heating modes, thereby simultaneously cooling the battery device 100 and heating the passenger compartment.

[0221] In one embodiment, please combine Figure 8 In the passive heating mode of the battery device 100, the first multi-way valve 91 is configured to connect the D connection port and the C connection port so that the third heat exchange system 433 is connected to the first heat exchange system 431, and the second multi-way valve 92 is configured to connect the F connection port and the I connection port so that the third heat exchange system 433 is connected to the first heat exchange system 431.

[0222] In this mode, the refrigerant system 41 is not operating. The first water pump 71 operates, and coolant flows from the first water pump 71 through the first drain valve 61 and the first multi-way valve 91 into the third heat exchange system 433. In the third heat exchange system 433, it exchanges heat with the electrical components to form a high-temperature coolant. The high-temperature coolant flows through the second multi-way valve 92 back into the first heat exchange system 431, where it exchanges heat with the battery device 100, heating the battery device 100. The cooled coolant after heat exchange becomes a low-temperature coolant, which flows through the first multi-way valve 91 into the third heat exchange system 433, where it exchanges heat with the electrical components again to form a high-temperature coolant, thus forming a circulating heat exchange. Therefore, the battery device 100 can be heated in a passive heating mode by utilizing the waste heat from the operation of the electric drive assembly 31, which can achieve energy saving to a certain extent.

[0223] Understandably, alternatively, if the heat generated by the electrical components is insufficient to heat the battery device 100 to a suitable operating temperature range, the heater 37 can be turned on to heat the coolant in the first heat exchange system 431, forming a coolant at a higher temperature, thereby further increasing the temperature of the battery device 100.

[0224] In one embodiment, please combine Figure 9 In the active heating mode of the battery device 100, the first multi-way valve 91 is configured with its E and D ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its B and C ports connected to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured with its F and K ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its G and I ports connected to connect the first heat exchange system 431 to the first heat exchanger 81.

[0225] In this mode, the refrigerant system 41 is not operating, but the first water pump 71 is operating. Coolant flows from the first water pump 71 through the heater 37, which heats the low-temperature coolant to form a high-temperature coolant. This high-temperature coolant flows sequentially through the first drain valve 61, the first heat exchanger 81, the first multi-way valve 91, the second multi-way valve 92, and the first inlet valve 51 before flowing to the battery device 100, where it exchanges heat with the battery device 100. The cooled coolant after heat exchange becomes a low-temperature coolant, which is then heated by the heater 37 to become a high-temperature coolant. This high-temperature coolant then flows back to the battery device 100 through the first multi-way valve 91 and the second multi-way valve 92, thus forming a circulating heat exchange. Therefore, in low-temperature environments, the battery device 100 can be heated using the active heating mode, allowing it to operate normally.

[0226] At the same time, the third water pump 73 operates, and the coolant flows from the third water pump 73 through the bypass pipe 434b and the first multi-way valve 91 into the third heat exchange system 433, and then through the second multi-way valve 92 to the bypass pipe. The coolant circulates under the action of the third water pump 73.

[0227] In one embodiment, please combine Figure 10 In the self-circulation mode of the battery device 100, the first multi-way valve 91 is configured with its E and D ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its B and C ports connected to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured with its F and K ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its G and I ports connected to connect the first heat exchange system 431 to the first heat exchanger 81. The three-way valve 93 is configured to connect the second heat exchange system 432 to the second heat exchanger 82.

[0228] In this mode, the refrigerant system 41 is not operational. The coolant in the first heat exchange system 431 flows through the first multi-way valve 91 and the second multi-way valve 92 within the first heat exchange system 431, and circulates within the first heat exchange system 431 via the first water pump 71. This achieves uniform temperature distribution within the battery device 100, ensuring that each battery cell 10 or module within the battery device 100 is at a relatively consistent temperature, thus preventing performance degradation of the battery device 100 due to temperature differences. Simultaneously, the heat generated by the electric drive assembly 31 can be transferred to the external environment through the third heat exchanger 83. Therefore, uniform temperature distribution within the battery device 100 can be achieved through its self-circulation mode.

[0229] In one embodiment, please combine Figure 11 In the cooling mode of the electric drive assembly 31, the first multi-way valve 91 is configured to connect ports A and D to connect the third heat exchange system 433 to the heat exchange pipeline 434a. The second multi-way valve 92 is configured to connect ports F and J to connect the third heat exchange system 433 to the second heat exchanger 82. The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a.

[0230] In this mode, the refrigerant system 41 is not in operation. The heat generated by the operation of the electrical components turns the low-temperature coolant in the third heat exchange system 433 into a high-temperature coolant. The high-temperature coolant flows sequentially through the second multi-way valve 92, the second heat exchanger 82, the second water inlet valve 52, the three-way valve 93, and the third water pump 73 to the third heat exchanger 83, where it exchanges heat to form a low-temperature coolant. The heat is transferred to the external environment of the vehicle 1000, thereby reducing the temperature of the electric drive assembly 31 and extending its service life to a certain extent.

[0231] In one embodiment, please combine Figure 12 In heat pump cooling mode, the first multi-way valve 91 is configured to connect ports A and D to connect the third heat exchange system 433 to the heat exchange pipeline 434a. The second multi-way valve 92 is configured to connect ports F and J to connect the third heat exchange system 433 to the second heat exchanger 82. The three-way valve 93 is configured to connect the second heat exchanger 82 to the heat exchange pipeline 434a.

[0232] In this mode, the refrigerant system 41 operates. The compressor 45 draws refrigerant from the low-pressure zone, compresses it into a high-temperature, high-pressure gas, and then enters the second heat exchanger 82 for condensation and heat release. In the second heat exchanger 82, the gaseous refrigerant releases heat and condenses into a liquid. Subsequently, the liquid refrigerant enters the cold core 701 through the second expansion valve 48 for evaporation and heat absorption. The cold core 701 cools and dries the air in the passenger compartment, thereby cooling the passenger compartment. Finally, the resulting low-pressure refrigerant is drawn back by the compressor 45 to begin a new cycle.

[0233] In one embodiment, please combine Figure 16 In the ambient heat source heat pump mode, the first multi-way valve 91 is configured with its A and B ports connected to connect the heat exchange pipeline 434a to the first heat exchanger 81, and its D and C ports connected to connect the third heat exchange system 433 to the first heat exchange system 431. The second multi-way valve 92 is configured with its F and I ports connected to connect the third heat exchange system 433 to the first heat exchange system 431, and its K and G ports connected to connect the first heat exchanger 81 to the heat exchange pipeline 434a. The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432.

[0234] In this mode, the refrigerant system 41 operates. The third water pump 73 operates, and the low-temperature coolant flows out from the third water pump 73. The low-temperature coolant exchanges heat with the external environment through the third heat exchanger 83 to form a high-temperature coolant. The high-temperature coolant flows through the first multi-way valve 91 to the first heat exchanger 81 and exchanges heat there. The heat is transferred through the first heat exchanger 81 to the refrigerant system 41 to form a high-temperature refrigerant. The high-temperature refrigerant flows through the compressor 45 to the second heat exchanger 82 and exchanges heat there. The heat is transferred through the first heat exchanger 81 to the refrigerant in the second heat exchange system 432 to form a high-temperature refrigerant. The high-temperature refrigerant flows to the heating core 702, which heats the air in the passenger compartment, thereby heating the passenger compartment.

[0235] Understandably, when the ambient temperature is high, the ambient heat source heat pump mode can be triggered to heat the passenger compartment. When the ambient temperature is too low, the waste heat recovery mode of the electric drive assembly 31 can be triggered to heat the passenger compartment. Therefore, the ambient heat source heat pump mode can effectively utilize low-temperature heat sources in the environment for heating, thus playing a role in high efficiency, energy saving, environmental protection, and sustainability to a certain extent.

[0236] According to some embodiments of this application, the coolant system 43 may optionally include a connecting pipe 435, one end of which is connected to the pipe between the heater 37 and the battery device 100, and the other end is connected to a second multi-way valve 92.

[0237] The first multi-way valve 91 is configured to connect the third heat exchange system 433 to the first heat exchange system 431 and to connect the bypass pipe 434b to the first heat exchanger 81.

[0238] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the bypass pipe 434b and to connect the first heat exchanger 81 to the connecting pipe 435.

[0239] The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432, or;

[0240] Optionally, the first multi-way valve 91 is configured to connect the third heat exchange system 433 to the bypass pipeline 434b and to connect the first heat exchange system 431 to the first heat exchanger 81.

[0241] The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the bypass pipe 434b and to connect the first heat exchanger 81 to the connecting pipe 435.

[0242] The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432.

[0243] Specifically, in one embodiment, please refer to... Figure 13 In the waste heat recovery mode of the electric drive assembly 31, the first multi-way valve 91 is configured with its D and C ports connected to connect the third heat exchange system 433 to the first heat exchange system 431, and its E and B ports connected to connect the bypass pipe 434b to the first heat exchanger 81. The second multi-way valve 92 is configured with its F and J ports connected to connect the third heat exchange system 433 to the bypass pipe 434b, and its G and H ports connected to connect the first heat exchanger 81 to the connecting pipe 435. The three-way valve 93 is configured to connect the second heat exchanger 82 to the second heat exchange system 432.

[0244] In this mode, the refrigerant circuit 41 operates. The large amount of heat generated by the electrical components exchanges heat with the low-temperature refrigerant in the third heat exchange system 433 to form a high-temperature refrigerant. This high-temperature refrigerant flows to the first heat exchanger 81 to exchange heat with the refrigerant circuit 41 to form a low-temperature refrigerant, and then returns to the third heat exchange system 41 to form a circulating heat exchange. Heat is transferred through the first heat exchanger 81 to the refrigerant system 41, then flows to the second heat exchanger 82 for further heat exchange. The heat in the refrigerant is transferred through the second heat exchanger 82 to the coolant in the second heat exchange system 432 to form a high-temperature coolant. This high-temperature coolant flows to the heating core 702, which heats the air in the passenger compartment, thus heating the passenger compartment. Therefore, the passenger compartment can be heated through the waste heat recovery mode of the electric drive assembly 31, achieving energy-saving effects to a certain extent.

[0245] Understandably, the triggering condition for the waste heat recovery mode of the electric drive assembly 31 is related to the ambient temperature. When the ambient temperature is too low, the waste heat recovery mode of the electric drive assembly 31 can be activated, transferring the heat generated by the operation of the electric drive assembly 31 to the passenger compartment through the water circuit, thereby heating the passenger compartment. If the heat generated by the electric drive assembly 31 is insufficient to heat the passenger compartment to the preset temperature, the heater 37 is activated, allowing the heat generated by the heater 37 to be transferred to the passenger compartment, thereby heating the passenger compartment.

[0246] In one embodiment, please combine Figure 14 In the heat pump mode of heater 37, the first multi-way valve 91 is configured such that connection port E connects to connection port D to connect the third heat exchange system 433 to bypass pipe 434b, and connection port B connects to connection port C to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured such that connection port F connects to connection port K to connect the third heat exchange system 433 to bypass pipe 434b, and connection port G connects to connection port H to connect the first heat exchanger 81 to connecting pipe 435.

[0247] In this mode, the refrigerant system 41 operates. The heater 37 heats the low-temperature coolant in the first heat exchange system 431 to form a high-temperature coolant. The high-temperature coolant flows to the first heat exchanger 81 and undergoes heat exchange there. The heat is transferred to the refrigerant through the first heat exchanger 81, forming a high-temperature refrigerant. The high-temperature refrigerant flows through the compressor 45 to the second heat exchanger 82 and undergoes heat exchange there. The heat is transferred to the refrigerant in the second heat exchange system 432 through the second heat exchanger 82 to form a high-temperature refrigerant. The high-temperature refrigerant flows to the heating core 702, which heats the air in the passenger compartment, thereby heating the passenger compartment.

[0248] In one embodiment, please combine Figure 15In the heat storage mode of the electric drive assembly 31, the first multi-way valve 91 is configured to connect the E and D ports to connect the third heat exchange system 433 to the bypass pipe 434b, and the B and C ports to connect the first heat exchange system 431 to the first heat exchanger 81. The second multi-way valve 92 is configured to connect the third heat exchange system 433 to the bypass pipe 434b when the F and K ports are connected, and the G and H ports to connect the first heat exchanger 81 to the connecting pipe 435.

[0249] In this mode, the third water pump 73 operates, and coolant flows from the third water pump 73 through the first multi-way valve 91 to the third heat exchange system 433. The heat generated by the electrical components during operation exchanges heat with the coolant in the third heat exchange system 433 to form a high-temperature coolant. The high-temperature coolant flows through the second multi-way valve 92 to the bypass pipe 434b and re-enters the third heat exchange system 433. The coolant carrying heat circulates under the action of the third water pump 73, without exchanging heat with other heat exchangers 80, and is used to store heat. Therefore, when the vehicle 1000 needs rapid heating or is driving in a low-temperature environment, the electric drive assembly 31 has a low output efficiency at low temperatures. The heating effect and energy utilization efficiency can be guaranteed to a certain extent by using the heater 37 heat source heat pump mode and the electric drive assembly 31 heat storage mode.

[0250] In summary, by configuring the first multi-way valve 91, the second multi-way valve 92, and the three-way valve 93 differently, the thermal management system 400 can achieve multiple modes, thereby meeting the thermal management needs of the vehicle 1000 under different conditions.

[0251] Secondly, please combine Figure 1 This application provides a vehicle 1000, including the thermal management system 400 described in any of the above embodiments.

[0252] It is understood that the thermal management system 400 provided in this application embodiment can be used in various vehicles 1000, such as buses, cars, RVs, etc.

[0253] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no structural conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A thermal management system for a vehicle, characterized in that, The thermal management system includes: A refrigerant system, the refrigerant system including a heat exchanger; A coolant system that exchanges heat with a refrigerant system through a heat exchanger. The coolant system includes an inlet valve, a drain valve, and a water pump. The inlet valve is connected to the inlet of the water pump, and the drain valve is connected to the outlet of the water pump. In the first mode, the inlet valve and the drain valve are used to allow coolant to flow within the coolant system under the drive of the water pump; In the second mode, the inlet valve is used to communicate with the interior space of the vehicle, the drain valve is used to communicate with the exterior space of the vehicle, and the water pump is used to draw water from the interior space of the vehicle using the inlet valve and discharge the water to the exterior space of the vehicle through the drain valve when it is working.

2. The thermal management system according to claim 1, characterized in that, The heat exchanger includes a first heat exchanger and a second heat exchanger. The coolant system includes a first heat exchange system and a second heat exchange system. The first heat exchange system is used to exchange heat with the battery device and to exchange heat with the refrigerant system through the first heat exchanger. The second heat exchange system includes a heating core for heating the passenger compartment, and the second heat exchange system is used to exchange heat with the refrigerant system through the second heat exchanger; Both the first heat exchange system and the second heat exchange system include the inlet valve, the drain valve, and the water pump.

3. The thermal management system according to claim 2, characterized in that, The first heat exchange system includes a heater for heating the coolant in the first heat exchange system.

4. The thermal management system according to claim 2, characterized in that, The refrigerant system includes a compressor, a first expansion valve, a second expansion valve, and a cooling core. The cooling core is used to cool the passenger compartment. The compressor, the second heat exchanger, the first expansion valve, and the cooling core are connected in sequence.

5. The thermal management system according to claim 3, characterized in that, The coolant system includes a third heat exchange system and a fourth heat exchange system. The third heat exchange system is used to exchange heat with electrical components, and the fourth heat exchange system includes a third heat exchanger for exchanging heat with the environment. The thermal management system includes a first multi-way valve and a second multi-way valve, with the first multi-way valve connected to the second multi-way valve via the first heat exchanger. One end of the third heat exchange system is connected to the first multi-way valve, and the other end is connected to the second multi-way valve; One end of the first heat exchange system is connected to the first multi-way valve, and the other end is connected to the second multi-way valve; One end of the fourth heat exchange system is connected to the first multi-way valve, the other end is connected to the second multi-way valve, and it is connected to one end of the second heat exchanger through a three-way valve. One end of the second heat exchange system is connected to one end of the second heat exchanger through the three-way valve. The other end of the second heat exchanger is connected to the other end of the second multi-way valve and the second heat exchange system, respectively.

6. The thermal management system according to claim 5, characterized in that, The fourth heat exchange system includes the drain valve and the water pump, and the inlet valve is located in at least one of the following: the third heat exchange system, the fourth heat exchange system, the pipeline between the other end of the fourth heat exchange system and the second multi-way valve, the pipeline between the second multi-way valve and the second heat exchanger, and the pipeline between the first multi-way valve and the second multi-way valve.

7. The thermal management system according to claim 5, characterized in that, The fourth heat exchange system includes a heat exchange pipeline and a bypass pipeline. The heat exchange pipeline is equipped with the third heat exchanger. One end of the heat exchange pipeline and one end of the bypass pipeline are connected to the water pump. One end of the bypass pipeline is connected to the water pump. The other end of the heat exchange pipeline is connected to the first multi-way valve. The other end of the bypass pipeline is also connected to the first multi-way valve.

8. The thermal management system according to claim 7, characterized in that, The first multi-way valve is configured as follows: Connect the third heat exchange system to the first heat exchange system, and connect the heat exchange pipeline to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger; The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the heat exchange pipeline, and connect the first heat exchange system to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger; The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger; The three-way valve is configured to connect the second heat exchanger to the second heat exchange system, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the first heat exchange system; The second multi-way valve is configured as follows: Connect the third heat exchange system to the first heat exchange system, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, or connect the first heat exchange system to the first heat exchanger; The first multi-way valve is configured as follows: Connect the third heat exchange system to the heat exchange pipeline, and connect the first heat exchange system to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the second heat exchanger, and connect the first heat exchange system to the first heat exchanger; The three-way valve is configured to connect the heat exchange pipeline to the second heat exchanger, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the heat exchange pipeline; The second multi-way valve is configured as follows: Connect the third heat exchange system to the second heat exchanger; The three-way valve is configured to connect the second heat exchanger to the heat exchange pipeline, or; The first multi-way valve is configured as follows: Connect the heat exchange pipeline to the first heat exchanger, and connect the third heat exchange system to the first heat exchange system; The second multi-way valve is configured as follows: Connect the third heat exchange system to the first heat exchange system, and connect the first heat exchanger to the heat exchange pipeline; The three-way valve is configured to connect the second heat exchanger to the second heat exchange system.

9. The thermal management system according to claim 7, characterized in that, The coolant system also includes a connecting pipe, one end of which is connected to the pipe between the heater and the battery device, and the other end is connected to the second multi-way valve; The first multi-way valve is configured as follows: Connect the third heat exchange system to the first heat exchange system, and connect the bypass pipe to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchanger to the connecting pipeline; The three-way valve is configured to connect the second heat exchanger to the second heat exchange system, or; The first multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchange system to the first heat exchanger; The second multi-way valve is configured as follows: Connect the third heat exchange system to the bypass pipeline, and connect the first heat exchanger to the connecting pipeline; The three-way valve is configured to connect the second heat exchanger to the second heat exchange system.

10. A vehicle, characterized in that, Includes the thermal management system described in any one of claims 1-9.

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