Thermal management system for a vehicle and vehicle

Abstract

The utility model relates to a kind of heat management system for vehicle, and the heat management system includes refrigerant circuit and cooling liquid circuit, wherein, the cooling liquid circuit includes multiple-pass proportional valve, multiple loads are provided in cooling liquid circuit, the multiple loads are in fluid communication with multiple-pass proportional valve, the multiple loads include first load, the cooling liquid circuit includes first pipeline, the first load is arranged on first pipeline, and first bypass pipeline bypassing first load is provided on first pipeline;And / or cooling liquid circuit includes waste heat recovery-cooling pipeline, and heat dissipation component and heating component are arranged on waste heat recovery-cooling pipeline, wherein, the cooling liquid circuit further includes second bypass pipeline, and the second bypass pipeline is bypassed to heat dissipation component arrangement.In addition, the utility model further relates to a kind of vehicle comprising the heat management system.The heat management system can realize more efficient port utilization.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle technology, and more specifically relates to a thermal management system for a vehicle and a vehicle including the thermal management system. Background Technology

[0002] The penetration rate of new energy vehicles in China is continuously increasing. With this increasing penetration, the proportion of their thermal management market in the overall automotive thermal management market is also rapidly rising. In the thermal management system of new energy vehicles, functions such as cooling, heating, and heat recovery are typically integrated into a single system. For example, some new energy vehicles use an integrated thermal management platform that unifies the planning and management of the thermal management needs of components such as the primary load, motor, and electronic control system.

[0003] Thermal management involves piping and valve systems, and current piping and valve system solutions are structurally complex. One existing technical solution involves setting up a multi-way valve for multiple parts in the coolant circuit, with a corresponding piping for each component. This piping occupies two ports of the multi-way valve, which is inefficient in terms of port utilization. Utility Model Content

[0004] Therefore, the purpose of this invention is to provide a thermal management system for a vehicle and a vehicle including the thermal management system, which can achieve richer thermal management modes for each component occupying the same or fewer ports, thereby achieving more efficient port utilization.

[0005] According to a first aspect of the present invention, the objective can be achieved by a thermal management system for a vehicle, the thermal management system including a refrigerant circuit and a coolant circuit, the refrigerant circuit including a heat exchanger and a condenser in fluid communication, characterized in that the coolant circuit includes a multi-way proportional valve, wherein the heat exchanger and the condenser are respectively in fluid communication with the multi-way proportional valve; multiple loads are provided in the coolant circuit, the multiple loads being in fluid communication with the multi-way proportional valve, wherein the multi-way proportional valve has multiple ports, any two of the multiple ports being interconnected within the multi-way proportional valve; wherein the multiple loads include a first load, and the coolant circuit includes a first pipe. The first pipeline has its two ends connected to the corresponding ports of a multi-port proportional valve, and the first load is disposed on the first pipeline. The coolant circuit includes a first bypass pipeline, which bypasses the first load and is connected to the first pipeline. Alternatively, the coolant circuit includes a waste heat recovery-cooling pipeline, with its two ends connected to the corresponding ports of the multi-port proportional valve. A heat dissipation component and a heat generation component are arranged on the waste heat recovery-cooling pipeline. The heat generation component is arranged upstream or downstream of the heat dissipation component along the flow direction of the coolant on the waste heat recovery-cooling pipeline. The coolant circuit also includes a second bypass pipeline, which bypasses the heat dissipation component.

[0006] In this invention, a first bypass pipe, connected to the first load, forms a first load coolant circuit with the first pipe section where the first load is located, thereby achieving internal circulation of coolant for the first load. This first load coolant circuit can regulate not only the coolant inlet temperature but also the thermal balance of the first load. This allows for more thermal management modes even when the first load occupies two multi-port proportional valve ports. Furthermore, by providing a second bypass pipe to the waste heat recovery-cooling pipe with both heat dissipation and heat generation components, it is possible to flexibly switch between recovering waste heat from both components and only from the heat generation component, thus achieving richer thermal management modes. Moreover, compared to the conventional solution where two multi-port proportional valve ports are provided for each heat dissipation and heat generation component, at least one port of the multi-port proportional valve can be eliminated. This results in a more compact multi-port proportional valve structure.

[0007] In some embodiments, the first bypass pipe is connected at one end to the corresponding port of the multi-way proportional valve and the first load, forming a first bypass branch point on the inlet side and a first bypass branch point on the return side. A bypass-proportional valve is provided at the first bypass branch point on the return side. By providing this bypass-proportional valve, the first bypass pipe can better form a first load coolant circuit with the first pipe section where the first load is located, thereby realizing internal circulation of coolant for the first load. This first load coolant circuit can not only regulate the coolant inlet temperature but also regulate the thermal balance of the first load. This allows for more thermal management modes to be implemented when the first load occupies two multi-way proportional valve ports.

[0008] In some embodiments, the bypass-proportional valve is configured as a three-way proportional valve.

[0009] In some embodiments, the plurality of loads further includes a second load for the vehicle passenger compartment. The coolant circuit includes a second conduit connected at one end to a corresponding port of a multi-way proportional valve and at the other end connected downstream of the first load to the first conduit in the direction of coolant flow. Thus, for both the first and second loads, only one multi-way proportional valve port is occupied on the return side, saving one multi-way proportional valve port compared to the usual situation where each load occupies one port, i.e., two ports.

[0010] In some embodiments, the other end of the second conduit is connected between the first bypass branch point on the return side and the corresponding port of the multi-way proportional valve. This allows for the arrangement of the first conduit, the second conduit, and the first bypass conduit relative to each other.

[0011] In some embodiments, the plurality of loads includes a third load for the vehicle passenger compartment, the coolant circuit includes a third conduit with its two ends connected to corresponding ports of a multi-way proportional valve, and the third load is disposed on the third conduit.

[0012] In some embodiments, the second bypass line is connected at one end to the corresponding port of the multi-way proportional valve and at the other end to the waste heat recovery-cooling line between the heat dissipation component and the heat generation component, thereby forming a second bypass branch point at the connection point of the second bypass line and the waste heat recovery-cooling line. This allows for flexible switching between two modes: recovering waste heat from both the heat dissipation component and the heat generation component, and recovering waste heat only from the heat generation component, thus enabling more diverse thermal management modes. Furthermore, compared to having two multi-way proportional valve ports for each of the heat dissipation component and the heat generation component, one port of the multi-way proportional valve can be eliminated. This results in a more compact multi-way proportional valve structure.

[0013] In some embodiments, the second bypass line is connected at one end to the waste heat recovery-cooling line between the corresponding inlet port of the multi-way proportional valve and the heat dissipation component, and at the other end to the waste heat recovery-cooling line between the heat dissipation component and the heat generation component. This creates a third bypass branch point on the inlet side and a fourth bypass branch point on the return side at the corresponding connection point between the second bypass line and the waste heat recovery-cooling line. A bypass-on / off valve is provided at the third bypass branch point. This allows for flexible switching between recovering waste heat from both the heat dissipation component and the heat generation component, and recovering waste heat only from the heat generation component, enabling more diverse thermal management modes. Furthermore, compared to providing two multi-way proportional valve ports for each of the heat dissipation component and the heat generation component, two ports of the multi-way proportional valve can be eliminated. This results in a more compact multi-way proportional valve structure.

[0014] In some embodiments, the bypass-switching valve is configured as a three-way switching valve.

[0015] In some embodiments, a first temperature sensor is arranged upstream or downstream of the first load along the flow direction of the coolant. This first temperature sensor is configured to detect the temperature of the coolant flowing toward or from the first load. This enables advantageous detection of the temperature of the coolant flowing through the first load.

[0016] In some embodiments, a second temperature sensor is arranged upstream of the second load along the flow direction of the coolant. This second temperature sensor is configured to detect the temperature of the coolant flowing towards the second load. This enables advantageous detection of the temperature of the coolant flowing towards the second load.

[0017] In some embodiments, a third temperature sensor is arranged upstream of the heating element along the flow direction of the coolant. This third temperature sensor is configured to detect the temperature of the coolant flowing to the heating element. The heating element is located downstream of the second bypass branch point on the waste heat recovery-cooling pipeline along the coolant flow direction, and the third temperature sensor is positioned between the second bypass branch point and the heating element. This allows for advantageous detection of the coolant temperature flowing to the heating element.

[0018] In some embodiments, a fourth temperature sensor is arranged upstream of the heating element along the flow direction of the coolant. This fourth temperature sensor is configured to detect the temperature of the coolant flowing to the heating element. The heating element is located downstream of the fourth bypass branch point on the waste heat recovery-cooling pipeline along the coolant flow direction, and the fourth temperature sensor is positioned between the fourth bypass branch point and the heating element. This allows for advantageous detection of the coolant temperature flowing to the heating element.

[0019] In some embodiments, the thermal management system includes a coolant storage device, wherein a coolant supply line from the coolant storage device is connected to a condenser-inlet line leading from one port of a multi-way proportional valve to the condenser and / or to a heat exchanger-outlet line leading from one port of the multi-way proportional valve to the heat exchanger and / or connected upstream of the first load to a first line along the coolant flow direction.

[0020] In some embodiments, the multi-port proportional valve is configured as a twelve-port proportional valve.

[0021] In some embodiments, the multi-port proportional valve is configured as an eleven-port proportional valve.

[0022] In some implementations, the first load is constructed as a power battery.

[0023] In some implementations, the second load is constructed as a cold core.

[0024] In some implementations, the third load is constructed as a heat core.

[0025] In some implementations, the heat-generating component is constructed as a drive motor.

[0026] According to a second aspect of the present invention, the objective can also be achieved by a vehicle that includes a thermal management system according to the present invention. Attached Figure Description

[0027] The present invention will be further described below with reference to the illustrative drawings and exemplary embodiments. Wherein:

[0028] Figure 1 This is a schematic structural diagram of a thermal management system according to the first embodiment of the present invention.

[0029] Figure 2 This is a schematic structural diagram of a thermal management system according to a second embodiment of the present invention. Detailed Implementation

[0030] First, use the following Figure 1 A thermal management system according to a first embodiment of the present invention will be described.

[0031] like Figure 1As shown, the thermal management system according to the first embodiment of this utility model includes a refrigerant circuit and a coolant circuit. The coolant circuit includes a multi-way proportional valve 1. In the first embodiment, the multi-way proportional valve 1 is constructed as a twelve-way proportional valve, which has twelve ports, any two of which can be interconnected within the multi-way proportional valve 1. It should be emphasized that the naming of the ports in the multi-way proportional valve 1 herein is merely illustrative. Furthermore, the connection correspondence between the various components or devices in the thermal management system and the ports of the multi-way proportional valve 1 is also merely illustrative, and those skilled in the art can rearrange the positions of the connected ports as needed.

[0032] The refrigerant circuit arrangement is described below. The refrigerant circuit includes a heat exchanger 2 and a condenser 3. The heat exchanger 2 can be configured as a plate heat exchanger. The condenser 3 can be configured as a water-cooled condenser 3. The heat exchanger 2 is fluidly connected to the tenth port of the twelve-way proportional valve via a heat exchanger-inlet pipe 21 leading from the tenth port of the valve to the heat exchanger 2, and also fluidly connected to the eleventh port of the twelve-way proportional valve via a heat exchanger-outlet pipe 22 leading from the heat exchanger 2 to the eleventh port of the valve. The condenser 3 is fluidly connected to the twelfth port of the twelve-way proportional valve via a condenser-outlet pipe 32 leading from the condenser 3 to the twelfth port of the valve, and also fluidly connected to the first port of the twelve-way proportional valve via a condenser-inlet pipe 31 leading from the first port of the valve to the condenser 3. A heater 4 is installed on the condenser-outlet pipe 32. This heater 4 can be configured as an electric heater to allow for precise setting of the heating time and temperature. Within the refrigerant circuit, heat exchanger 2 and condenser 3 are fluidly connected to each other, via a first connecting pipe from heat exchanger 2 to condenser 3 and a second connecting pipe from condenser 3 to heat exchanger 2. A compressor 5 is installed on the first connecting pipe. This compressor 5 is an electric compressor. A liquid receiver 6 and a throttle valve 7 are sequentially installed on the second connecting pipe along the refrigerant flow direction. This throttle valve 7 can be an electronic expansion valve. In this invention, the refrigerant can be R290.

[0033] A coolant storage device 8 can be provided for storing and supplying coolant. In this invention, the coolant can be water. The coolant storage device 8 can be constructed as a water tank. Of course, other suitable coolants and corresponding coolant storage devices 8 can also be conceived. For example, from... Figure 1 As can be seen, the coolant supply line from the coolant storage device 8 is connected to the condenser-inlet line 31 and also to the heat exchanger-outlet line 22.

[0034] To heat or raise the temperature of the coolant, it can be allowed to flow sequentially through the condenser 3 and the heater 4. The heated coolant can then enter the multi-way proportional valve 1 to heat the components that require heating.

[0035] To cool or lower the temperature of the coolant, it can be allowed to flow through heat exchanger 2. The cooled coolant can then enter multi-way proportional valve 1 to cool the components that require cooling.

[0036] from Figure 1 As can be seen, multiple loads are installed in the coolant circuit. In this invention, "load" specifically refers to components that require temperature regulation. Figure 1 As shown, the plurality of loads includes a first load 11, a second load 12 for the vehicle passenger compartment, and a third load 13 for the vehicle passenger compartment. In this invention, the first load 11 is configured as a power battery. The second load 12 is configured as a cold core. The third load 13 is configured as a hot core.

[0037] The first load 11, the second load 12, and the third load 13 are each in fluid communication with the multi-way proportional valve 1. For this purpose, the coolant circuit includes a first conduit 111 for the first load 11, a second conduit 112 for the second load 12, and a third conduit 114 for the third load 13. The first load 11 is disposed on the first conduit 111, which is connected at one end to the fifth port of the multi-way proportional valve 1 and at the other end to the ninth port of the multi-way proportional valve 1. The second load 12 is disposed on the second conduit 112, which is connected at one end to the sixth port of the multi-way proportional valve 1, and at the other end, downstream of the first load 11, the second conduit 112 connects to the first conduit 111 in the direction of coolant flow, thus forming a branch point. The second conduit 112 and the first conduit 111 converge at this branch point and then return to the ninth port only via a section of the first conduit 111. This saves one multi-way proportional valve port compared to setting two multi-way proportional valve ports for each of the first load 11 and the second load 12. The third load 13 is set on the third pipeline 114, which is connected at one end to the seventh port of the multi-way proportional valve 1 and at the other end to the eighth port.

[0038] like Figure 1As shown, to achieve internal thermal management circulation for the first load 11, a first bypass pipe 113 is provided on the first pipe 111, bypassing the first load 11. The first pipe 111 is connected at one end to the corresponding port of the multi-way proportional valve 1 and the first load 11, specifically at one end to the fifth port of the multi-way proportional valve 1 and the first load 11, and at the other end to the ninth port of the multi-way proportional valve 1 and the first load 11, thereby forming a first bypass branch point on the inlet side and a first bypass branch point on the return side. A bypass-proportional valve 101 is provided at the first bypass branch point on the return side. Here, the bypass-proportional valve 101 is constructed as a three-way proportional valve. Thus, when needed, the coolant can flow within the circulation pipe formed by the first bypass pipe 113 and the section of the first pipe 111 where the first load 11 is located.

[0039] In an embodiment not shown, to achieve accurate detection of the coolant temperature flowing to the first load 11 and thus accurate temperature regulation of the first load 11, a first temperature sensor may be arranged upstream of the first load 11 along the coolant flow direction. Alternatively, the first temperature sensor may also be arranged downstream of the first load 11. Furthermore, in an embodiment not shown, a second temperature sensor may be arranged upstream of the second load 12 along the coolant flow direction, the second temperature sensor being configured to detect the temperature of the coolant flowing to the second load 12. Additionally, in an embodiment not shown, another temperature sensor may be arranged upstream of the third load 13 along the coolant flow direction, the additional temperature sensor being configured to detect the temperature of the coolant flowing to the second load 13.

[0040] In this invention, the second load 12, which is configured as a cold core, and the third load 13, which is configured as a hot core, are mainly used for temperature control in the passenger cabin. Of course, for this purpose, the second load 12 and the third load 13 are also equipped with a blowing device 14 to blow cold and hot air into the passenger cabin for air conditioning.

[0041] Furthermore, new energy vehicles typically include a drive motor as a heat-generating component 10. This structure allows the drive motor's heat-generating component 10 to generate heat during stall and driving processes, which can be recovered and utilized as waste heat. Additionally, during vehicle operation, the heat-generating component 10 needs to be cooled by a heat dissipation component 9, such as a radiator. This can be achieved by utilizing the waste heat of the heat-generating component 10 or by using the heat dissipation component 9 to cool the heat-generating component 100. Figure 1As shown, the coolant circuit includes a waste heat recovery-cooling pipeline 121, with its two ends connected to corresponding ports of the multi-way proportional valve 1, namely the second port and the third port. A heat dissipation component 9 and a heat-generating component 10 are arranged on the waste heat recovery-cooling pipeline 121, with the heat-generating component 10 positioned downstream of the heat dissipation component 9 along the coolant flow direction. Figure 1 Fan 15 can also be seen, which is used to cool down heat dissipation component 9.

[0042] To achieve more diverse modes, the coolant circuit also includes a second bypass pipe 122, which bypasses the heat dissipation component 9. In this case, it is possible to switch between two modes as needed: "coolant flows only through the heating component 10" and "coolant flows simultaneously through the heating component 10 and the heat dissipation component 9." This allows the entire system to dissipate heat and provide cooling through the heat dissipation component 9. Furthermore, by whether or not the heat dissipation component is bypassed, it can function as an air-source heat pump or as a heating function utilizing the waste heat of the first load 11 (configured as a power battery) and the heating component 10 (configured as a drive motor).

[0043] Specifically, the second bypass pipe 122 is connected at one end to the fourth port of the multi-way proportional valve 1 and at the other end to the waste heat recovery-cooling pipe 121 between the heat dissipation component 9 and the heat generation component 10, thus forming a second bypass branch point at the connection point of the second bypass pipe 122 and the waste heat recovery-cooling pipe 121. Therefore, the pipes involving the heat dissipation component 9 and the heat generation component 10 only occupy three ports of the multi-way proportional valve 1. Compared to the conventional method where each heat dissipation component 9 and the heat generation component 10 has its own separate pipe, resulting in four ports being occupied by the multi-way proportional valve 1, this embodiment eliminates one multi-way proportional valve port. Furthermore, this arrangement of the second bypass pipe 122 in the first embodiment does not require an additional switching valve; the corresponding switching valve function is implemented through the multi-way proportional valve 1. This saves costs and reduces a potential point of failure.

[0044] Besides the case where the heat-generating component 10 is arranged downstream of the heat dissipation component 9, it is also conceivable that the heat-generating component 10 is arranged upstream of the heat dissipation component 9 along the flow direction of the coolant. In this case, for example, it can be arranged upstream of the heat dissipation component 9. Figure 1 The flow direction indicated by the middle arrow is reversed. This arrangement can also achieve bypass functionality for heat dissipation components.

[0045] In order to detect the temperature of the coolant flowing to the heating element 10, in an embodiment not shown, a third temperature sensor may be arranged upstream of the heating element 10 along the flow direction of the coolant. The heating element 10 is as follows: Figure 1As shown, the waste heat recovery-cooling pipeline 121 is arranged downstream of the second bypass branch point along the flow direction of the coolant, while the third temperature sensor is set between the second bypass branch point and the heating element 10.

[0046] The following uses Figure 1 The internal connection diagram of the multi-way proportional valve 1 shown illustrates the operating principle of the thermal management system of the first embodiment. Water is used as the coolant in this example.

[0047] like Figure 1 As shown, the eleventh port of the multi-way proportional valve 1 is connected to the fifth port, thereby supplying cold water cooled by the heat exchanger 2 to the first pipe 111. The twelfth port of the multi-way proportional valve 1 is connected to the seventh port, thereby supplying hot water heated by the condenser 3 and the heater 4 to the third pipe 114. Thus, for example, cold water can be supplied to the first load 11 with the flow rate regulated by the multi-way proportional valve 1, wherein, when the first load 11 is configured as a power battery, cooling of the power battery is achieved. Furthermore, hot water can be supplied to the third load 13 with the flow rate regulated by the multi-way proportional valve 1, wherein, when the third load 13 is configured as a heat core, heating of the heat core is achieved, thereby heating of the passenger compartment. In an embodiment not shown, the eleventh port of the multi-way proportional valve 1 can also be connected to the sixth port, thereby supplying cold water to the second pipe 112 in addition to supplying cold water cooled by the heat exchanger 2 to the first pipe 111, thereby cooling of the cold core when the second load 12 is configured as a cold core, thereby cooling of the passenger compartment. In addition, such as from Figure 1 As can be seen, the ninth port of the multi-way proportional valve 1 is connected to the fourth port, and the second port is connected to the tenth port. Thus, after passing through the second load 12 and / or the first load 11, the cold water can cool the heating element 10 again before returning to the heat exchanger 2. At this time, the eighth port of the multi-way proportional valve 1 can be directly connected to the first port, and the hot water returns to the condenser 3 after passing through the third load 13 without recovering waste heat. In an embodiment not shown, the ninth port of the multi-way proportional valve 1 can be connected to the tenth port, so that, for example, the used cold water for the second load 12 and / or the first load 11 can directly return to the heat exchanger 2. Furthermore, the eighth port of the multi-way proportional valve 1 can be connected to the fourth port, and the second port of the multi-way proportional valve 1 can be connected to the first port, so that the used hot water for the third load 13 flows back to the heating element 10 and then back to the condenser 3, thereby achieving waste heat recovery. By using different internal connection methods of proportional valve 1, the following different thermal management functions can be achieved: air conditioning heating (heat core heating), air conditioning heating + power battery heating, air conditioning heating + power battery cooling, air conditioning cooling (cold core cooling), power battery cooling, air conditioning cooling + power battery cooling, etc.

[0048] Then, with the help of Figure 2 A thermal management system according to a second embodiment of the present invention will be described.

[0049] The thermal management system according to the second embodiment is substantially the same in layout structure as the thermal management system according to the first embodiment. For a description of the above structure, please refer to the first embodiment. The difference lies in the connection method and related layout structure of the second bypass pipe 122. This difference will be described in detail below.

[0050] like Figure 2 As shown, in the second embodiment, the coolant circuit also includes a second bypass pipe 122 with a different connection method. This connection method eliminates the need for another port; for example, a third port can be omitted. Figure 2 As shown, the third port is blocked, and the remaining eleven ports are active. In another embodiment, an eleven-way proportional valve can also be directly used as the multi-way proportional valve 1. In the second embodiment, the coolant circuit includes a waste heat recovery-cooling pipeline 121, with its two ends connected to the corresponding ports of the multi-way proportional valve 1, namely the second port and the fourth port. A heat dissipation component 9 and a heat generation component 10 are also arranged on the waste heat recovery-cooling pipeline 121, with the heat generation component 10 also arranged downstream of the heat dissipation component 9 along the coolant flow direction on the waste heat recovery-cooling pipeline 121. To achieve more diverse configurations, the coolant circuit also includes a second bypass pipeline 122, as described above, which bypasses the heat dissipation component 9. In this second embodiment, the second bypass pipe 122 is connected at one end to the waste heat recovery-cooling pipe 121 between the fourth port of the multi-way proportional valve 1 and the heat dissipation component 9, and at the other end to the waste heat recovery-cooling pipe 121 between the heat dissipation component 9 and the heat generation component 10. This creates a third bypass branch point on the inlet side and a fourth bypass branch point on the return side at the corresponding connection points of the second bypass pipe 122 and the waste heat recovery-cooling pipe 121. A bypass-switching valve 102 is provided at the third bypass branch point. This bypass-switching valve 102 can be configured as a three-way switching valve. This allows for flexible switching between two modes: "coolant only flows through the heat generation component 10" and "coolant flows through both the heat generation component 10 and the heat dissipation component 9." By additionally providing the bypass-switching valve 102, one more multi-way proportional valve port can be omitted compared to the first embodiment.

[0051] Besides the case where the heat-generating component 10 is arranged downstream of the heat dissipation component 9, it is also conceivable that the heat-generating component 10 is arranged upstream of the heat dissipation component 9 along the flow direction of the coolant. In this case, for example, it could be... Figure 2The flow direction indicated by the middle arrow is reversed. At this point, the second port side of the multi-port proportional valve 1 belongs to the inlet side. The bypass-on / off valve 102 is arranged here at the bypass branch point near the second port.

[0052] Furthermore, in order to detect the temperature of the coolant flowing to the heating element 10, in an embodiment not shown, a fourth temperature sensor may be arranged upstream of the heating element 10 along the flow direction of the coolant, wherein the heating element 10 is as follows: Figure 1 As shown, the waste heat recovery-cooling pipeline 121 is arranged downstream of the fourth bypass branch point along the flow direction of the coolant, while the fourth temperature sensor is located between the fourth bypass branch point and the heating element 10.

[0053] Finally, it should be noted that the arrows in the attached diagram indicate the direction of fluid flow. Furthermore, the use of the term "towards" in the specification also implies the direction of fluid flow. Additionally, "inlet side" indicates the side from which the fluid originates, while "return side" indicates the side to which the fluid flows.

[0054] The thickness of the elements in the accompanying drawings may be exaggerated for clarity. It is also understood that if an element is described as being on, coupled to, or connected to another element, then the element may be directly formed on, coupled to, or connected to the other element, or there may be one or more intermediate elements between them. Conversely, if the expressions "directly on," "directly coupled to," and "directly connected to" are used herein, it indicates that there is no intermediate element. Other terms used to describe relationships between elements should be interpreted similarly, such as "between" and "directly between," "attached" and "directly attached," "adjacent" and "directly adjacent," etc.

[0055] Terms such as “top,” “bottom,” “above,” “below,” “over,” “under,” etc., are used to describe the relationship of one element, layer, or region relative to another element, layer, or region, as shown in the accompanying drawings. It is understood that these terms should also encompass other orientations of the device in addition to those described in the accompanying drawings.

[0056] It is understood that although the terms "first," "second," etc., may be used herein to describe different elements, these elements should not be limited by these terms. These terms are merely used to distinguish one element from another. Therefore, a first element may be referred to as a second element without departing from the teachings of this inventive concept.

[0057] It can also be considered that all the exemplary embodiments disclosed herein can be arbitrarily combined with each other. Furthermore, all individual technical features in this application can be arbitrarily combined with each other, as long as the combined technical features are not contradictory. All technically feasible combinations of features are the technical content described in this application.

[0058] Finally, it should be noted that the above embodiments are merely for understanding the present invention and do not constitute a limitation on the scope of protection of the present invention. Those skilled in the art can make modifications based on the above embodiments, and these modifications will not depart from the scope of protection of the present invention.

Claims

1. A thermal management system for a vehicle, the thermal management system comprising a refrigerant circuit and a coolant circuit, the refrigerant circuit comprising a heat exchanger (2) and a condenser (3), the heat exchanger and the condenser being in fluid communication, characterized in that, The coolant circuit includes a multi-way proportional valve (1), wherein the heat exchanger and the condenser are respectively fluidly connected to the multi-way proportional valve; Multiple loads are provided in the coolant circuit, and these loads are in fluid communication with a multi-way proportional valve. The multi-way proportional valve has multiple ports, and any two of these ports can be interconnected within the valve. The plurality of loads includes a first load (11), the coolant circuit includes a first pipe (111), the two ends of the first pipe are respectively connected to the corresponding ports of a multi-way proportional valve, the first load is disposed on the first pipe, wherein the coolant circuit includes a first bypass pipe (113), the first bypass pipe bypassing the first load and connected to the first pipe; and / or The coolant circuit includes a waste heat recovery-cooling pipeline (121), with both ends of the waste heat recovery-cooling pipeline connected to the corresponding ports of a multi-way proportional valve. A heat dissipation component (9) and a heat generation component (10) are arranged on the waste heat recovery-cooling pipeline. The heat generation component is arranged upstream or downstream of the heat dissipation component along the flow direction of the coolant on the waste heat recovery-cooling pipeline. The coolant circuit includes a second bypass pipeline (122), which bypasses the heat dissipation component.

2. The thermal management system for a vehicle according to claim 1, characterized in that, The first bypass line is connected at one end to the corresponding port of the multi-way proportional valve and the first load, forming a first bypass branch point on the inlet side and a first bypass branch point on the return side. A bypass-proportional valve (101) is provided at the first bypass branch point on the return side.

3. The thermal management system for a vehicle according to claim 2, characterized in that, The bypass-proportional valve is constructed as a three-way proportional valve.

4. The thermal management system for a vehicle according to claim 2, characterized in that, The plurality of loads also includes a second load (12) for the vehicle passenger compartment, the coolant circuit including a second line (112) connected at one end to a corresponding port of a multi-way proportional valve and at the other end connected downstream of the first load to the first line in the direction of coolant flow.

5. The thermal management system for a vehicle according to claim 4, characterized in that, The other end of the second pipeline is connected between the first bypass branch point on the return side and the corresponding port of the multi-way proportional valve.

6. The thermal management system for a vehicle according to claim 1, characterized in that, The plurality of loads includes a third load (13) for the vehicle passenger compartment, the coolant circuit includes a third pipe (114), the two ends of the third pipe are respectively connected to the corresponding ports of the multi-way proportional valve, and the third load is disposed on the third pipe.

7. The thermal management system for a vehicle according to claim 1, characterized in that, The second bypass line is connected at one end to the corresponding port of the multi-way proportional valve and at the other end to the waste heat recovery-cooling line between the heat dissipation component and the heat generation component, thereby forming a second bypass branch point at the connection point between the second bypass line and the waste heat recovery-cooling line.

8. The thermal management system for a vehicle according to claim 1, characterized in that, The second bypass pipeline is connected at one end to the waste heat recovery-cooling pipeline between the corresponding inlet port of the multi-way proportional valve and the heat dissipation component, and at the other end to the waste heat recovery-cooling pipeline between the heat dissipation component and the heat generation component. Thus, a third bypass branch point on the inlet side and a fourth bypass branch point on the return side are formed at the corresponding connection points of the second bypass pipeline and the waste heat recovery-cooling pipeline. A bypass-on / off valve (102) is provided at the third bypass branch point.

9. The thermal management system for a vehicle according to claim 8, characterized in that, The bypass-switching valve is constructed as a three-way switching valve.

10. A thermal management system for a vehicle according to any one of claims 1 to 9, characterized in that, A first temperature sensor is arranged upstream or downstream of the first load along the flow direction of the coolant. The first temperature sensor is configured to detect the temperature of the coolant flowing to or from the first load.

11. The thermal management system for a vehicle according to claim 3, characterized in that, A second temperature sensor is arranged upstream of the second load along the flow direction of the coolant. The second temperature sensor is configured to detect the temperature of the coolant flowing toward the second load.

12. The thermal management system for a vehicle according to claim 7, characterized in that, A third temperature sensor is arranged upstream of the heat-generating component along the flow direction of the coolant. This third temperature sensor is configured to detect the temperature of the coolant flowing towards the heat-generating component. The heating element is arranged downstream of the second bypass branch point along the flow direction of the coolant in the waste heat recovery-cooling pipeline, and the third temperature sensor is set between the second bypass branch point and the heating element.

13. The thermal management system for a vehicle according to claim 8, characterized in that, A fourth temperature sensor is arranged upstream of the heat-generating component along the flow direction of the coolant. This fourth temperature sensor is configured to detect the temperature of the coolant flowing towards the heat-generating component. The heating element is arranged downstream of the fourth bypass branch point along the flow direction of the coolant in the waste heat recovery-cooling pipeline, and the fourth temperature sensor is set between the fourth bypass branch point and the heating element.

14. A thermal management system for a vehicle according to any one of claims 1 to 9, characterized in that, The thermal management system includes a coolant storage device, wherein... The coolant supply line from the coolant storage device is connected to the condenser inlet line leading from one port of the multi-way proportional valve to the condenser and / or to the heat exchanger outlet line leading from one port of the multi-way proportional valve to the heat exchanger and / or connected to the first line upstream of the first load along the coolant flow direction.

15. The thermal management system for a vehicle according to claim 7, characterized in that, The multi-port proportional valve is constructed as a twelve-port proportional valve.

16. The thermal management system for a vehicle according to claim 8, characterized in that, The multi-port proportional valve is constructed as an eleven-port proportional valve.

17. A thermal management system for a vehicle according to any one of claims 1 to 9, characterized in that, The first load structure is a power battery.

18. The thermal management system for a vehicle according to claim 4, characterized in that, The second load is constructed as a cold core.

19. The thermal management system for a vehicle according to claim 6, characterized in that, The third load structure is a heat core.

20. A thermal management system for a vehicle according to any one of claims 1 to 9, characterized in that, The heat-generating component is constructed as a drive motor.

21. A vehicle, characterized in that, The vehicle includes a thermal management system for a vehicle according to any one of claims 1 to 20.

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