Thermal management system and vehicle

Abstract

The application provides a thermal management system and a vehicle, comprising a first multi-way valve, a heat pump module, a warm air module, a battery temperature control module and an electric drive temperature control module. The first multi-way valve comprises a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface and a tenth interface. The heat pump module is connected with the warm air module and the fifth interface. The warm air module is connected with the third interface and the fourth interface. The battery temperature control module is connected with the first interface, the second interface, the ninth interface and the tenth interface. The electric drive temperature control module is connected with the sixth interface, the seventh interface and the eighth interface. The coupling between various systems can be realized, the effective use of redundant heat can be ensured, the energy utilization rate can be improved, and the endurance of the vehicle can be improved.

Description

Technical Field

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

[0002] In recent years, with the improvement of technological maturity, pure electric and hybrid vehicles have gradually been accepted by the market and have become an important development direction for the modern automotive industry. Based on the current development trend of new energy vehicles (including pure electric and hybrid vehicles), vehicle regulations worldwide, including in our country, are becoming more mature and segmented. Given the inherent characteristics of new energy vehicles, thermal management technology has become a new demand that must be considered after focusing on the advantages of new energy vehicles and the disadvantages such as range anxiety and thermal runaway spontaneous combustion.

[0003] Existing electric vehicle thermal management systems mainly include air conditioning systems, battery temperature control modules, and electric drive temperature control modules. Most of these systems are independent of each other or have low coupling, which prevents excess heat from flowing between systems as needed, resulting in low energy utilization. Utility Model Content

[0004] The purpose of this application is to provide a thermal management system and vehicle that can achieve coupling between various systems, ensure the effective utilization of excess heat, improve energy efficiency, and thus enhance the vehicle's range.

[0005] In a first aspect, embodiments of this application provide a thermal management system, including: a first multi-way valve, a heat pump module, a heating module, a battery temperature control module, and an electric drive temperature control module. The first multi-way valve includes a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. The heat pump module is connected to the heating module and the fifth interface, the heating module is connected to the third interface and the fourth interface, the battery temperature control module is connected to the first interface, the second interface, the ninth interface, and the tenth interface, and the electric drive temperature control module is connected to the sixth interface, the seventh interface, and the eighth interface.

[0006] When the first mode is running, the first interface is connected to the tenth interface, the second interface is connected to the fourth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface.

[0007] When the second mode is running, the third interface is connected to the tenth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface;

[0008] When the third mode is running, the first interface is connected to the tenth interface, the second interface is connected to the third interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface;

[0009] When the fourth mode is running, the first interface is connected to the fifth interface, and the second interface is connected to the third interface;

[0010] When running the fifth mode, the fourth interface is connected to the tenth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface;

[0011] When running the sixth mode, the third interface is connected to the seventh interface, and the fifth interface is connected to the sixth interface;

[0012] When running in the seventh mode, the first interface is connected to the fifth interface, and the second interface is connected to the third interface.

[0013] In the above implementation process, the multi-way valve is equipped with a first interface, a second interface, a third interface, a fourth interface, a fifth interface, a sixth interface, a seventh interface, an eighth interface, a ninth interface, and a tenth interface. The heat pump module, the heater module, the battery temperature control module, and the electric drive temperature control module are respectively connected to these interfaces. The thermal management system can change the coolant flow direction in the system's water circuit by switching the conduction state between the various interfaces of the multi-way valve, so that the heat pump module, the heater module, the battery temperature control module, and the electric drive temperature control module can be connected according to the target working mode. This realizes the coupling between the heat pump module, the battery temperature control module, the electric drive temperature control module, and the heater module, so that excess heat can be transferred and effectively utilized between the various modules, improving energy utilization efficiency, reducing the energy loss of the whole vehicle, and thus increasing the vehicle's low-temperature driving range.

[0014] In some embodiments, the heat pump module includes a compressor, an outdoor heat exchanger, an indoor heat exchanger, a cooling heat exchanger, a gas-liquid separator, a second multi-way valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first three-way valve, and a second three-way valve. The second multi-way valve includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The first three-way valve includes a first A port, a first B port, and a first C port. The second three-way valve includes a second A port, a second B port, and a second C port.

[0015] The compressor is connected to the first valve port and the gas-liquid separator. The outdoor heat exchanger is connected to the fourth valve port and the first electronic expansion valve. The third electronic expansion valve is connected to the first electronic expansion valve and the cooling heat exchanger. The cooling heat exchanger is connected to the second A port and the fifth interface. The second C port is connected to the second valve port. The second B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger. The indoor heat exchanger is connected to the first A port and the second electronic expansion valve. One end of the second electronic expansion valve is connected to the pipeline between the third electronic expansion valve and the first electronic expansion valve. The gas-liquid separator is connected to the third valve port. The first B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger. The first C port is connected to the pipeline between the second valve port and the second C port.

[0016] In the above implementation process, the heat pump module is connected to the heating module through a cooling heat exchanger. The cooling heat exchanger has a refrigerant channel and a coolant channel. The refrigerant channel is used to connect with the refrigerant circuit, and the coolant channel is used to connect with the water circuit of the heating module. The coolant outlet of the cooling heat exchanger is connected to the fifth port of the multi-way valve. The gas-liquid separator is set at the inlet of the compressor to ensure the refrigerant superheat at the compressor suction port and prevent liquid slugging.

[0017] In some embodiments, the heating module includes a heating core and a heating water pump. The heating core is connected to the fourth interface and the heating water pump, and the heating water pump is connected to the cooling heat exchanger and the third interface.

[0018] In the above process, the warm air core is mainly used to provide auxiliary heating to the passenger compartment, and can also provide cooling to the passenger compartment when necessary for auxiliary cooling.

[0019] In some embodiments, the battery temperature control module includes a power battery, a battery water pump, and a PTC heater. The power battery is connected to the second interface and the battery water pump, the battery water pump is connected to the first interface, and the PTC heater is connected to the ninth interface and the tenth interface.

[0020] In the above process, the PTC heater can be used to assist in heating the power battery or to assist in heating the passenger compartment, so as to meet the rapid heating requirements at extremely low temperatures and expand the operating temperature range of the vehicle.

[0021] In some embodiments, the electric drive temperature control module includes an electric drive assembly, an electric drive water pump, and a radiator. The electric drive assembly is connected to the eighth interface and the electric drive water pump, the electric drive water pump is connected to the seventh interface and the radiator, and the radiator is connected to the sixth interface.

[0022] In the above process, the radiator can be used to cool the electric drive assembly, or to slowly cool the power battery when the power battery's heat dissipation requirements are not high, thereby eliminating the need to start the compressor and reducing energy consumption.

[0023] In some embodiments, when the thermal management system operates in the first mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater both heat the power battery and the passenger compartment.

[0024] In the above implementation process, this mode can simultaneously heat the power battery and passenger compartment by absorbing heat from the external environment through the heat pump module, and at the same time, it can directly heat the power battery and passenger compartment by utilizing the waste heat of the electric drive assembly and the PTC heater, plus the self-generated heat from the compressor's work. This achieves efficient heating of the power battery and passenger compartment by utilizing multiple heat sources simultaneously, enabling rapid heating of the power battery and heating of the passenger compartment, ensuring the heating rate of the power battery and the comfort of the passenger compartment.

[0025] In some embodiments, when the thermal management system operates in the second mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the cooling heat exchanger absorbs heat from the waste heat of the electric drive temperature control module and the PTC heater for heating the crew cabin.

[0026] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, the waste heat of the electric drive temperature control module and the PTC heater water circuit through the heat pump module, plus the self-generated heat from the work done by the compressor, to achieve efficient heating of the crew cabin by using multiple heat sources at the same time, which can quickly heat the crew cabin and ensure the comfort of the crew cabin.

[0027] In some embodiments, when the thermal management system operates in a third mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater both heat the power battery.

[0028] In the above implementation process, this mode can heat the power battery by absorbing heat from the external environment through the heat pump module, and at the same time, it can directly heat the power battery by utilizing the waste heat of the electric drive assembly and the PTC heater, plus the self-generated heat from the compressor's work. This achieves efficient heating of the power battery by using multiple heat sources simultaneously, which can quickly heat the power battery, ensure the heating rate of the power battery, and shorten the low-temperature charging time. Furthermore, by using the battery water pump, electric drive water pump, and heater water pump to heat the power battery together, the flow rate of coolant flowing into the battery is increased, which further improves the heating rate of the power battery and shortens the low-temperature charging time.

[0029] In some embodiments, when the thermal management system operates in a fourth mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the cooling heat exchanger absorbs heat from the battery temperature control module, and transfers the heat from the power battery to the passenger compartment; or

[0030] The first valve port is connected to the second valve port, and the third valve port is connected to the fourth valve port. The outdoor heat exchanger absorbs heat from the external environment, and the cooling heat exchanger absorbs heat from the battery temperature control module, transferring the heat absorbed from the external environment and the heat from the battery temperature control module to the passenger compartment; or

[0031] The first valve port is connected to the fourth valve port, and the second valve port is connected to the third valve port. The cooling heat exchanger absorbs heat from the battery temperature control module and transfers a portion of the heat from the power battery to the passenger compartment, while releasing the other portion to the external environment.

[0032] In the above implementation process, the cooling requirements of the power battery and the heating requirements of the passenger compartment are roughly equivalent in this mode. The heat pump module transfers the heat from the power battery to the passenger compartment for heating, so that the cooling requirements of the power battery and the heating requirements of the passenger compartment can be basically met simultaneously. Alternatively, if the cooling requirements of the power battery are low and the amount of heat it can provide is limited, while the heating requirements of the passenger compartment are high, the heat absorbed from the power battery alone is insufficient to meet the heating requirements of the passenger compartment. Therefore, in addition to absorbing heat from the power battery through the heat pump module, heat is also absorbed from the external environment as a supplementary heat source to jointly heat the passenger compartment, so as to simultaneously meet the lower cooling requirements of the power battery and the higher heating requirements of the passenger compartment. Alternatively, if the cooling requirements of the power battery are high and the amount of heat required to be released is large, while the heating requirements of the passenger compartment are low, the heat released from the power battery alone is insufficient to meet the high cooling requirements of the power battery. Therefore, part of the heat from the power battery is used to heat the passenger compartment, and the excess heat is released to the external environment, so as to simultaneously meet the higher cooling requirements of the power battery and the lower heating requirements of the passenger compartment.

[0033] In some embodiments, when the thermal management system operates in the fifth mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the indoor heat exchanger dehumidifies the passenger compartment by evaporation, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater heat the passenger compartment.

[0034] In the above-mentioned process, this mode can heat the passenger compartment by absorbing heat from the external environment through the heat pump module, and at the same time, it can directly heat the passenger compartment by utilizing the waste heat of the electric drive assembly and the PTC heater, plus the self-generated heat from the work done by the compressor. This achieves efficient heating of the passenger compartment by using multiple heat sources simultaneously, enabling rapid heating of the passenger compartment, ensuring passenger compartment comfort, and meeting high heating requirements while achieving passenger compartment dehumidification.

[0035] In some embodiments, when the thermal management system operates in the sixth mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the indoor heat exchanger absorbs heat from the passenger compartment, and the outdoor heat exchanger and the radiator together release the heat to the external environment.

[0036] In the above implementation process, this mode can use the heat pump module to absorb heat from the passenger compartment through evaporation in the indoor heat exchanger, and release the heat to the outside environment through the outdoor heat exchanger and radiator to achieve cooling of the passenger compartment. By using the outdoor heat exchanger and radiator together to cool the passenger compartment, the heat exchange area and cooling effect are increased, which can meet the higher cooling requirements of the passenger compartment.

[0037] In some embodiments, when the thermal management system operates in a seventh mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger absorbs heat from the battery temperature control module, and the outdoor heat exchanger releases this heat to the external environment; or

[0038] The first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger absorbs heat from the battery temperature control module, the indoor heat exchanger absorbs heat from the passenger compartment, and the outdoor heat exchanger releases the heat to the external environment.

[0039] Secondly, this application also provides a vehicle including a thermal management system as described in any of the preceding claims.

[0040] Since the vehicle provided in the second aspect includes a thermal management system, the vehicle has all the technical effects of the thermal management system, which will not be elaborated here.

[0041] Other features and advantages of this application will be set forth in the following description, or some features and advantages may be inferred from the description or determined without doubt, or may be learned by practicing the above-described techniques of this application.

[0042] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0043] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 This is a schematic diagram of the structure of the thermal management system provided in an embodiment of this application;

[0045] Figure 2 A schematic diagram illustrating the principle of a first mode of the thermal management system provided in this application embodiment;

[0046] Figure 3 A schematic diagram illustrating the principle of the second mode of the thermal management system provided in this application embodiment;

[0047] Figure 4 A schematic diagram illustrating the principle of the third mode of the thermal management system provided in this application embodiment;

[0048] Figure 5 This is a schematic diagram of the first principle of the fourth mode of the thermal management system provided in the embodiments of this application;

[0049] Figure 6 This is a second schematic diagram of the fourth mode of the thermal management system provided in the embodiments of this application;

[0050] Figure 7 A schematic diagram of the third principle of the fourth mode of the thermal management system provided in the embodiments of this application;

[0051] Figure 8 A schematic diagram illustrating the principle of the fifth mode of the thermal management system provided in this application embodiment;

[0052] Figure 9 A schematic diagram illustrating the principle of the sixth mode of the thermal management system provided in this application embodiment;

[0053] Figure 10 A first schematic diagram of the seventh mode of the thermal management system provided in this application embodiment;

[0054] Figure 11 This is a schematic diagram of the second principle of the seventh mode of the thermal management system provided in the embodiments of this application.

[0055] Figure Labels

[0056] 1. Multi-port valve; 101. First port; 102. Second port; 103. Third port; 104. Fourth port; 105. Fifth port; 106. Sixth port; 107. Seventh port; 108. Eighth port; 109. Ninth port; 110. Tenth port; 2. Compressor; 3. Second multi-port valve; 4. Outdoor heat exchanger; 5. Indoor heat exchanger; 6. Cooling heat exchanger; 7. First three-port valve; 8. Second three-port valve; 9. First electronic expansion valve; 10. Second electronic expansion valve; 11. Third electronic expansion valve; 12. Gas-liquid separator; 13. Heater pump; 14. Heater core; 15. Battery pump; 16. Power battery; 17. Radiator; 18. Electric drive assembly; 19. Electric drive pump; 20. PTC heater. Detailed Implementation

[0057] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0058] Furthermore, in addition to indicating location or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in some cases to indicate a certain dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0059] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or a point connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this application based on the specific circumstances.

[0060] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, elements, or components (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0061] Example

[0062] As electric vehicles become increasingly popular, people's demands for their driving range are also constantly increasing. To improve the driving range of vehicles, a thermal management system is needed to manage the heat on the vehicle, thereby improving energy utilization and reducing overall vehicle energy consumption.

[0063] Existing electric vehicle thermal management systems mainly include air conditioning systems, battery temperature control modules, and electric drive temperature control modules. These systems are largely independent or poorly coupled, preventing excess heat from flowing between systems as needed, resulting in low energy efficiency. Furthermore, current air conditioning systems are mostly non-heat pump modules; passenger compartment heating and battery heating rely primarily on heaters. Compared to heat pump modules, heaters have lower heating efficiency, consuming significant amounts of electricity and reducing vehicle range. Additionally, existing thermal management systems have low integration and complex structures, typically requiring numerous valves and pipes, which not only occupy considerable space but also increase costs.

[0064] In view of this, such as Figures 1-11 In a first aspect, embodiments of this application provide a thermal management system, including: a first multi-way valve 1, a heat pump module, a heating module, a battery temperature control module, and an electric drive temperature control module. The multi-way valve 1 includes a ten-way valve. The first multi-way valve 1 includes a first interface 101, a second interface 102, a third interface 103, a fourth interface 104, a fifth interface 105, a sixth interface 106, a seventh interface 107, an eighth interface 108, a ninth interface 109, and a tenth interface 110. The heat pump module is connected to the heating module and the fifth interface 105, the heating module is connected to the third interface 103 and the fourth interface 104, the battery temperature control module is connected to the first interface 101, the second interface 102, the ninth interface 109, and the tenth interface 110, and the electric drive temperature control module is connected to the sixth interface 106, the seventh interface 107, and the eighth interface 108.

[0065] When the first mode is running, the first interface 101 is connected to the tenth interface 110, the second interface 102 is connected to the fourth interface 104, the fifth interface 105 is connected to the seventh interface 107, and the eighth interface 108 is connected to the ninth interface 109.

[0066] When the second mode is running, the third interface 103 is connected to the tenth interface 110, the fifth interface 105 is connected to the seventh interface 107, and the eighth interface 108 is connected to the ninth interface 109;

[0067] When the third mode is running, the first interface 101 is connected to the tenth interface 110, the second interface 102 is connected to the third interface 103, the fifth interface 105 is connected to the seventh interface 107, and the eighth interface 108 is connected to the ninth interface 109.

[0068] When the fourth mode is running, the first interface 101 is connected to the fifth interface 105, and the second interface 102 is connected to the third interface 103;

[0069] When running the fifth mode, the fourth interface 104 is connected to the tenth interface 110, the fifth interface 105 is connected to the seventh interface 107, and the eighth interface 108 is connected to the ninth interface 109.

[0070] When running the sixth mode, the third interface 103 is connected to the seventh interface 107, and the fifth interface 105 is connected to the sixth interface 106;

[0071] When the seventh mode is running, the first interface 101 is connected to the fifth interface 105, and the second interface 102 is connected to the third interface 103.

[0072] In the above implementation process, the multi-way valve 1 is provided with a first interface 101, a second interface 102, a third interface 103, a fourth interface 104, a fifth interface 105, a sixth interface 106, a seventh interface 107, an eighth interface 108, a ninth interface 109, and a tenth interface 110. The heat pump module, the heater module, the battery temperature control module, and the electric drive temperature control module are respectively connected to these interfaces. The thermal management system can change the coolant flow direction of the system water circuit by switching the conduction state between the various interfaces of the multi-way valve 1, so that the heat pump module, the heater module, the battery temperature control module, and the electric drive temperature control module can be connected according to the target working mode. This realizes the coupling between the heat pump module, the battery temperature control module, the electric drive temperature control module, and the heater module, so that excess heat can be transferred and effectively utilized between the various modules, improving energy utilization efficiency, reducing the energy loss of the whole vehicle, thereby increasing the vehicle's low-temperature driving range. At the same time, it simplifies the structure of the thermal management system, improves the system integration, and reduces the weight and cost of components.

[0073] like Figure 1As shown, the heat pump module includes a compressor 2, an outdoor heat exchanger 4, an indoor heat exchanger 5, a cooling heat exchanger 6, a gas-liquid separator 12, a second multi-way valve 3, a first electronic expansion valve 9, a second electronic expansion valve 10, a third electronic expansion valve 11, a first three-way valve 7, and a second three-way valve 8. The second multi-way valve 3 includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The first three-way valve 7 includes a first A port, a first B port, and a first C port. The second three-way valve 8 includes a second A port, a second B port, and a second C port.

[0074] The compressor 2 is connected to the first valve port and the gas-liquid separator 12. The outdoor heat exchanger 4 is connected to the fourth valve port and the first electronic expansion valve 9. The third electronic expansion valve 11 is connected to the first electronic expansion valve 9 and the cooling heat exchanger 6. The cooling heat exchanger 6 is connected to the second A port and the fifth interface 105. The second C port is connected to the second valve port. The second B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger 4. The indoor heat exchanger 5 is connected to the first A port and the second electronic expansion valve 10. One end of the second electronic expansion valve 10 is connected to the pipeline between the third electronic expansion valve 11 and the first electronic expansion valve 9. The gas-liquid separator 12 is connected to the third valve port. The first B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger 4. The first C port is connected to the pipeline between the second valve port and the second C port.

[0075] For example, the first valve port is connected to the outlet of the compressor 2, the second valve port is connected to the C port of the first three-way valve 7 and the C port of the second three-way valve 8 respectively, the third valve port is connected to the inlet of the gas-liquid separator 12, and the fourth valve port is connected to one end of the outdoor heat exchanger 4, the B port of the first three-way valve 7 and the B port of the second three-way valve 8 respectively.

[0076] In the above implementation process, the heat pump module is connected to the heating module through the cooling heat exchanger 6. The cooling heat exchanger 6 has a refrigerant channel and a coolant channel. The refrigerant channel is used to connect with the refrigerant circuit, and the coolant channel is used to connect with the water circuit of the heating module. The coolant outlet of the cooling heat exchanger 6 is connected to the fifth port 105 of the multi-way valve 1. The gas-liquid separator 12 is set at the inlet of the compressor 2 to ensure the refrigerant superheat at the suction port of the compressor 2 and prevent liquid slugging.

[0077] like Figure 1 As shown, the heating module includes a heating core 14 and a heating water pump 13. The heating core 14 is connected to the fourth interface 104 and the heating water pump 13. The heating water pump 13 is connected to the cooling heat exchanger 6 and the third interface 103 respectively.

[0078] One end of the heater core 14 is connected to the fourth port 104 of the multi-way valve 1, and the other end of the heater core 14 is connected to the inlet of the heater water pump 13. The outlet of the heater water pump 13 is connected to the coolant inlet of the cooling heat exchanger 6. In addition, the inlet of the heater water pump 13 is also connected to the third port 103 of the multi-way valve 1.

[0079] In the above process, the warm air core 14 is mainly used to provide auxiliary heating to the passenger compartment, and can also provide cooling to the passenger compartment when necessary for auxiliary cooling.

[0080] like Figure 1 As shown, the battery temperature control module includes a power battery 16, a battery water pump 15, and a PTC heater 20. The power battery 16 is connected to the second interface 102 and the battery water pump 15, respectively. The battery water pump 15 is connected to the first interface 101, and the PTC heater 20 is connected to the ninth interface 109 and the tenth interface 110, respectively.

[0081] One end of the power battery 16 is connected to the first port 101 of the multi-way valve 1 via the battery water pump 15, and the other end of the power battery 16 is connected to the second port 102 of the multi-way valve 1. The inlet and outlet of the PTC heater 20 are connected to the ninth port 109 and the tenth port 110 of the multi-way valve 1, respectively.

[0082] In the above process, the PTC heater 20 can be used to provide auxiliary heating for the power battery 16 or to provide auxiliary heating for the passenger compartment in order to meet the rapid heating requirements at extremely low temperatures and expand the operating temperature range of the vehicle.

[0083] like Figure 1 As shown, the electric drive temperature control module includes an electric drive assembly 18, an electric drive water pump 19, and a radiator 17. The electric drive assembly 18 is connected to the eighth interface 108 and the electric drive water pump 19, the electric drive water pump 19 is connected to the seventh interface 107 and the radiator 17, and the radiator 17 is connected to the sixth interface 106.

[0084] One end of the electric drive assembly 18 is connected to the eighth port 108 of the multi-way valve 1, and the other end of the electric drive assembly 18 is connected to the outlet of the electric drive water pump 19. The inlet of the electric drive water pump 19 is connected to the seventh port 107 of the multi-way valve 1 and one end of the radiator 17, respectively. The other end of the radiator 17 is connected to the sixth port 106 of the multi-way valve 1.

[0085] In the above process, the radiator 17 can be used to cool the electric drive assembly 18, or to slowly cool the power battery 16 when the heat dissipation requirement of the power battery 16 is not high, so that the compressor 2 does not need to be started to reduce energy consumption.

[0086] like Figure 2As shown, when the thermal management system operates in the first mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger 4 absorbs heat from the external environment, and the waste heat from the electric drive assembly 18 and the PTC heater 20 both heat the power battery 16 and the passenger compartment.

[0087] The specific process is as follows: the second multi-way valve 3 has its ports a and b connected, and ports c and d connected; the first port A and port C of the first three-way valve 7 are connected; the second port A and port C of the second three-way valve 8 are connected; the first electronic expansion valve 9 is in a throttling state; the second electronic expansion valve 10 and the third electronic expansion valve 11 are in a fully connected state; the second port 102 of the multi-way valve 1 is connected to the fourth port 104; the fifth port 105 is connected to the seventh port 107; the eighth port 108 is connected to the ninth port 109; and the first port 101 is connected to the tenth port 110.

[0088] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the second multi-way valve 3, it is divided into two paths. One path flows into the indoor heat exchanger 5 through the first three-way valve 7, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant flows into the fully open second electronic expansion valve 10. The other path flows into the cooling heat exchanger 6 through the second three-way valve 8, where it condenses and releases heat. The cooled refrigerant flows into the fully open third electronic expansion valve 11. The refrigerant coming out of the second electronic expansion valve 10 and the third electronic expansion valve 11 is then throttled and depressurized by the first electronic expansion valve 9 before entering the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. Then, it enters the gas-liquid separator 12 through the second multi-way valve 3 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump heating cycle.

[0089] In the coolant circuit, the power battery 16, heater core 14, cooling heat exchanger 6, PTC heater 20, electric drive assembly 18, battery water pump 15, heater water pump 13, and electric drive water pump 19 constitute the coolant circuit. In this coolant circuit, the coolant, driven by the battery water pump 15, heater water pump 13, and electric drive water pump 19, first flows through the cooling heat exchanger 6 and is heated by it. The heated coolant then flows through the electric drive assembly 18 and PTC heater 20 in sequence, further absorbing its heat. The reheated coolant then flows through the power battery 16 to heat it, then flows through the heater core 14 to heat the passenger compartment, and finally returns to the heater water pump 13 to complete the cycle. The PTC heater 20 can be turned on or off according to heating needs.

[0090] In the above implementation process, this mode can simultaneously heat the power battery 16 and the passenger compartment by absorbing heat from the external environment through the heat pump module. At the same time, it can also directly heat the power battery 16 and the passenger compartment by utilizing the waste heat of the electric drive assembly 18 and the PTC heater 20, plus the self-generated heat from the work done by the compressor 2. This achieves efficient heating of the power battery 16 and the passenger compartment by utilizing multiple heat sources simultaneously, which can quickly heat the power battery 16 and provide heating to the passenger compartment, ensuring the heating rate of the power battery 16 and the comfort of the passenger compartment.

[0091] like Figure 3 As shown, when the thermal management system operates in the second mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger 4 absorbs heat from the external environment, and the cooling heat exchanger 6 absorbs heat from the waste heat of the electric drive temperature control module and the PTC heater 20 for heating the crew cabin.

[0092] The specific process is as follows: the second multi-way valve 3 has its ports a and b connected, and ports c and d connected; the first port A and the first port C of the first three-way valve 7 are connected; the second port A and the second port B of the second three-way valve 8 are connected; the first electronic expansion valve 9 and the third electronic expansion valve 11 are both in a throttling state; the second electronic expansion valve 10 is in a fully connected state; the first port 101 of the multi-way valve 1 is connected to the second port 102; the third port 103 is connected to the tenth port 110; the fifth port 105 is connected to the seventh port 107; and the eighth port 108 is connected to the ninth port 109.

[0093] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the indoor heat exchanger 5 through the second multi-way valve 3 and the first three-way valve 7, where it condenses and releases heat, thus heating the passenger compartment. After cooling, the refrigerant is divided into two paths after passing through the fully open second electronic expansion valve 10. One path flows to the first electronic expansion valve 9, where it is throttled and depressurized before entering the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the third electronic expansion valve 11, where it is throttled and depressurized before entering the cooling heat exchanger 6 to evaporate and absorb heat from the coolant. It then flows through the second three-way valve 8. The refrigerant from the second three-way valve 8 and the outdoor heat exchanger 4 passes through the second multi-way valve 3 and enters the gas-liquid separator 12 for gas-liquid separation before flowing back to the compressor 2, completing the heat pump heating cycle.

[0094] In the coolant circuit, the cooling heat exchanger 6, the electric drive assembly 18, the PTC heater 20, the electric water pump 19, and the heater pump 13 constitute a coolant circuit. In this coolant circuit, the coolant flows through the electric drive assembly 18 and the PTC heater 20 under the drive of the electric water pump 19 and the heater pump 13, absorbing its heat. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant to heat it. Finally, it returns to the electric water pump 19 to complete the cycle. The PTC heater 20 can be turned on or off according to the heating requirements.

[0095] In the above-mentioned process, this mode can simultaneously absorb heat from the external environment, the waste heat of the electric drive temperature control module and the water circuit of the PTC heater 20 through the heat pump module, plus the self-generated heat from the work done by the compressor 2, so as to realize the efficient heating of the crew cabin by using multiple heat sources at the same time, which can quickly heat the crew cabin and ensure the comfort of the crew cabin.

[0096] like Figure 4 As shown, when the thermal management system is operating in the third mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger 4 absorbs heat from the external environment, and the waste heat from the electric drive assembly 18 and the PTC heater 20 heat the power battery 16.

[0097] The second multi-way valve 3 has its ports a and b connected, and ports c and d connected. The second port A and port C of the second three-way valve 8 are connected. The first electronic expansion valve 9 is in a throttling state. The second electronic expansion valve 10 is in a closed state. The third electronic expansion valve 11 is in a fully open state. The second port 102 of the multi-way valve 1 is connected to the third port 103. The fifth port 105 is connected to the seventh port 107. The eighth port 108 is connected to the ninth port 109. The first port 101 is connected to the tenth port 110.

[0098] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the cooling heat exchanger 6 through the second multi-way valve 3 and the second three-way valve 8, where it condenses and releases heat. After cooling, the refrigerant flows through the fully open third electronic expansion valve 11, and then through the first electronic expansion valve 9 for throttling and pressure reduction. It then enters the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. Finally, it enters the gas-liquid separator 12 through the second multi-way valve 3 for gas-liquid separation, and finally flows back to the compressor 2 to complete the heat pump heating cycle.

[0099] In the coolant circuit, the power battery 16, cooling heat exchanger 6, PTC heater 20, electric drive assembly 18, battery water pump 15, heater water pump 13, and electric drive water pump 19 constitute the coolant circuit. In this coolant circuit, the coolant, driven by the battery water pump 15, heater water pump 13, and electric drive water pump 19, first flows through the cooling heat exchanger 6 and is heated by it. The heated coolant then flows through the electric drive assembly 18 and PTC heater 20 in sequence, further absorbing its heat. The heated coolant then flows through the power battery 16 to heat it, and finally returns to the heater water pump 13 to complete the cycle. The PTC heater 20 can be turned on or off according to heating requirements.

[0100] In the above implementation process, this mode can heat the power battery 16 by absorbing heat from the external environment through the heat pump module, and at the same time, it can directly heat the power battery 16 by utilizing the waste heat of the electric drive assembly 18 and the PTC heater 20, plus the self-generated heat from the work done by the compressor 2. This achieves efficient heating of the power battery 16 by utilizing multiple heat sources simultaneously, which can quickly heat the power battery 16, ensure the heating rate of the power battery 16, and shorten the low-temperature charging time. Furthermore, by using the battery water pump 15, the electric drive water pump 19, and the heater water pump 13 to heat the power battery 16 together, the flow rate of coolant flowing into the battery is increased, which further improves the heating rate of the power battery 16 and shortens the low-temperature charging time.

[0101] like Figure 5 As shown, when the thermal management system operates in the fourth mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the cooling heat exchanger 6 absorbs heat from the battery temperature control module, and transfers the heat of the power battery 16 to the passenger compartment.

[0102] This mode is suitable for situations where the cooling requirements of the power battery 16 and the heating requirements of the passenger compartment are similar. In this scheme, the heat pump module absorbs heat from the battery temperature control module through the cooling heat exchanger 6 and transfers the heat from the power battery 16 to the passenger compartment to simultaneously achieve cooling of the power battery 16 and heating of the passenger compartment. The specific process is as follows: the interfaces a and b of the second multi-way valve 3 are connected, and the interfaces c and d are connected; the first port A and the first port C of the first three-way valve 7 are connected; the second port A and the second port B of the second three-way valve 8 are connected; the first electronic expansion valve 9 is in the closed state; the second electronic expansion valve 10 is in the fully open state; the third electronic expansion valve 11 is in the throttling state; the first interface 101 of the multi-way valve 1 is connected to the fifth interface 105; the second interface 102 is connected to the third interface 103; the seventh interface 107 is connected to the eighth interface 108; and the ninth interface 109 is connected to the tenth interface 110.

[0103] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the indoor heat exchanger 5 through the second multi-way valve 3 and the first three-way valve 7, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant flows through the fully open second electronic expansion valve 10, and then through the third electronic expansion valve 11 for throttling and pressure reduction. It then enters the cooling heat exchanger 6 to evaporate and absorb heat from the coolant. Finally, it flows through the second three-way valve 8 and the second multi-way valve 3 into the gas-liquid separator 12 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump cycle.

[0104] In the coolant circuit, the cooling heat exchanger 6, the power battery 16, the battery water pump 15, and the heater water pump 13 constitute a coolant circuit. In this coolant circuit, the coolant, driven by the battery water pump 15 and the heater water pump 13, first flows through the power battery 16 and absorbs its heat, thus cooling the battery. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant to heat it. Finally, it returns to the battery water pump 15 to complete the cycle.

[0105] like Figure 6 As shown, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger 4 absorbs heat from the external environment, the cooling heat exchanger 6 absorbs heat from the battery temperature control module, and transfers the heat absorbed from the external environment and the heat in the battery temperature control module to the crew compartment.

[0106] This mode is suitable for situations where the cooling requirement of the power battery 16 is low, while the heating requirement of the passenger compartment is high. In this scheme, the heat pump module absorbs heat from the external environment through the outdoor heat exchanger 4, and simultaneously absorbs heat from the battery temperature control module through the cooling heat exchanger 6. The heat absorbed from the environment and the heat from the power battery 16 are transferred to the passenger compartment to simultaneously achieve cooling of the power battery 16 and heating of the passenger compartment. The specific process is as follows: the interfaces a and b of the second multi-way valve 3 are connected, and the interfaces c and d are connected; the first port A and the first port C of the first three-way valve 7 are connected; the second port A and the second port B of the second three-way valve 8 are connected; the first electronic expansion valve 9 and the third electronic expansion valve 11 are both in a throttling state; the second electronic expansion valve 10 is in a fully connected state; the first interface 101 of the multi-way valve 1 is connected to the fifth interface 105; the second interface 102 is connected to the third interface 103; the seventh interface 107 is connected to the eighth interface 108; and the ninth interface 109 is connected to the tenth interface 110.

[0107] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the indoor heat exchanger 5 through the second multi-way valve 3 and the first three-way valve 7, where it condenses and releases heat, thus heating the passenger compartment. After cooling, the refrigerant is divided into two paths after passing through the fully open second electronic expansion valve 10. One path flows to the first electronic expansion valve 9, where it is throttled and depressurized before entering the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the third electronic expansion valve 11, where it is throttled and depressurized before entering the cooling heat exchanger 6 to evaporate and absorb heat from the coolant. It then flows through the second three-way valve 8. The refrigerant from the second three-way valve 8 and the outdoor heat exchanger 4 then passes through the second multi-way valve 3 and enters the gas-liquid separator 12 for gas-liquid separation before flowing back to the compressor 2, completing the heat pump cycle.

[0108] In the coolant circuit, the cooling heat exchanger 6, the power battery 16, the battery water pump 15, and the heater water pump 13 constitute a coolant circuit. In this coolant circuit, driven by the battery water pump 15 and the heater water pump 13, the coolant first flows through the power battery 16 and absorbs its heat, thus cooling the battery. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant to heat it. Finally, it returns to the battery water pump 15 to complete the cycle.

[0109] like Figure 7 As shown, the first valve port is connected to the fourth valve port, and the second valve port is connected to the third valve port. The cooling heat exchanger 6 absorbs heat from the battery temperature control module and transfers a portion of the heat from the power battery 16 to the passenger compartment, while releasing the other portion to the external environment.

[0110] This mode is suitable for situations where the cooling requirement of the power battery 16 is high, while the heating requirement of the passenger compartment is low. In this scheme, the heat pump module absorbs heat from the battery temperature control module through the cooling heat exchanger 6, and transfers part of the heat from the power battery 16 to the passenger compartment, while releasing the other part to the external environment, thereby simultaneously cooling the power battery 16 and heating the passenger compartment. The specific process is as follows: the interfaces a and d of the second multi-way valve 3 are connected, and the interfaces b and c are connected; the first port A and the first port B of the first three-way valve 7 are connected; the second port A and the second port C of the second three-way valve 8 are connected; the first electronic expansion valve 9 and the second electronic expansion valve 10 are both in a fully connected state; the third electronic expansion valve 11 is in a throttling state; the first interface 101 of the multi-way valve 1 is connected to the fifth interface 105; the second interface 102 is connected to the third interface 103; the seventh interface 107 is connected to the eighth interface 108; and the ninth interface 109 is connected to the tenth interface 110.

[0111] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the second multi-way valve 3, it is divided into two paths. One path flows into the outdoor heat exchanger 4, where it condenses and releases heat to the outside environment. The cooled refrigerant then flows into the fully open first electronic expansion valve 9. The other path flows into the indoor heat exchanger 5 through the first three-way valve 7, where it condenses and releases heat, thus heating the passenger compartment. The cooled refrigerant then flows into the fully open second electronic expansion valve 10. The refrigerant from the first electronic expansion valve 9 and the second electronic expansion valve 10 is then throttled and depressurized by the third electronic expansion valve 11 before entering the cooling heat exchanger 6 to evaporate and absorb heat from the coolant. It then passes through the second three-way valve 8 and the second multi-way valve 3 in sequence to enter the gas-liquid separator 12 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump cycle.

[0112] In the coolant circuit, the cooling heat exchanger 6, the power battery 16, the battery water pump 15, and the heater water pump 13 constitute a coolant circuit. In this coolant circuit, the coolant, driven by the battery water pump 15 and the heater water pump 13, first flows through the power battery 16 and absorbs its heat, thus cooling the battery. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant to heat it. Finally, it returns to the battery water pump 15 to complete the cycle.

[0113] In the above implementation process, the cooling requirements of the power battery 16 and the heating requirements of the passenger compartment are roughly equivalent. The heat pump module transfers heat from the power battery 16 to the passenger compartment, ensuring that the cooling requirements of the power battery 16 and the heating requirements of the passenger compartment are essentially met simultaneously. Alternatively, because the cooling requirements of the power battery 16 are lower and the amount of heat it can provide is less, while the heating requirements of the passenger compartment are higher, absorbing heat from the power battery 16 alone is insufficient. Therefore, in addition to absorbing heat from the power battery 16 through the heat pump module, heat is also absorbed from the external environment. To supplement the heat source and jointly heat the passenger compartment, so as to simultaneously meet the lower cooling requirements of the power battery 16 and the higher heating requirements of the passenger compartment, or because the cooling requirements of the power battery 16 are higher and require more heat to be released, while the heating requirements of the passenger compartment are lower, releasing the heat of the power battery 16 to the passenger compartment alone is not enough to meet the high cooling requirements of the power battery 16. Therefore, part of the heat of the power battery 16 is used to heat the passenger compartment, and the excess heat is released to the external environment to simultaneously meet the higher cooling requirements of the power battery 16 and the lower heating requirements of the passenger compartment.

[0114] like Figure 8 As shown, when the thermal management system is operating in the fifth mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the indoor heat exchanger 5 evaporates and dehumidifies the passenger compartment, the outdoor heat exchanger 4 absorbs heat from the external environment, and the waste heat from the electric drive assembly 18 and the PTC heater 20 heat the passenger compartment.

[0115] In this scheme, the heat pump module dehumidifies the passenger compartment through the indoor evaporator and absorbs heat from the external environment through the outdoor heat exchanger 4. Simultaneously, it utilizes the waste heat from the electric drive assembly 18 and the PTC heater 20 to heat the passenger compartment, thus achieving simultaneous heating and dehumidification. Specifically, the process is as follows: ports a and b of the second multi-way valve 3 are connected, as are ports c and d; the first A port and first B port of the first three-way valve 7 are connected; the second A port and second C port of the second three-way valve 8 are connected; both the first electronic expansion valve 9 and the second electronic expansion valve 10 are in a throttling state; the third electronic expansion valve 11 is in a fully open state; the first port 101 of the multi-way valve 1 is connected to the second port 102; the fourth port 104 is connected to the tenth port 110; the fifth port 105 is connected to the seventh port 107; and the eighth port 108 is connected to the ninth port 109.

[0116] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the cooling heat exchanger 6 through the second multi-way valve 3 and the second three-way valve 8, where it condenses and releases heat. After cooling, the refrigerant is divided into two paths after passing through the fully open third electronic expansion valve 11. One path flows to the first electronic expansion valve 9, where it is throttled and depressurized before entering the outdoor heat exchanger 4 to evaporate and absorb heat from the environment. The other path flows to the second electronic expansion valve 10, where it is throttled and depressurized before entering the indoor heat exchanger 5 for evaporation and dehumidification. Then, it flows through the first three-way valve 7. The refrigerant from the first three-way valve 7 and the outdoor heat exchanger 4 passes through the second multi-way valve 3 and enters the gas-liquid separator 12 for gas-liquid separation before flowing back to the compressor 2, completing the heat pump cycle.

[0117] In the coolant circuit, the heater core 14, the cooling heat exchanger 6, the PTC heater 20, the electric drive assembly 18, the heater water pump 13, and the electric drive water pump 19 constitute the coolant circuit. In this coolant circuit, the coolant, driven by the heater water pump 13 and the electric drive water pump 19, first flows through the cooling heat exchanger 6 and is heated by it. The heated coolant then flows through the electric drive assembly 18 and the PTC heater 20 in sequence, further absorbing its heat. The heated coolant then flows through the heater core 14 to heat the passenger compartment, and finally returns to the heater water pump 13 to complete the cycle. The PTC heater 20 can be turned on or off according to heating needs.

[0118] In the above-mentioned process, this mode can heat the passenger compartment by absorbing heat from the external environment through the heat pump module, and at the same time, it can directly heat the passenger compartment by utilizing the waste heat of the electric drive assembly 18 and the PTC heater 20, plus the self-generated heat from the work done by the compressor 2. This achieves efficient heating of the passenger compartment by utilizing multiple heat sources simultaneously, enabling rapid heating of the passenger compartment, ensuring passenger compartment comfort, and meeting high heating requirements while achieving passenger compartment dehumidification.

[0119] like Figure 9 As shown, when the thermal management system is operating in the sixth mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the indoor heat exchanger 5 absorbs heat from the passenger compartment, and the outdoor heat exchanger 4 and the radiator 17 jointly release the heat to the external environment.

[0120] In this scheme, the heat pump module absorbs heat from the passenger compartment through the indoor heat exchanger 5 and releases the heat to the outside environment through the outdoor heat exchanger 4 and radiator 17 to achieve cooling of the passenger compartment. Specifically, the process is as follows: ports a and d of the second multi-way valve 3 are connected, as are ports b and c; ports A and C of the first three-way valve 7 are connected; ports A and B of the second three-way valve 8 are connected; the second electronic expansion valve 10 is in a throttling state; the first electronic expansion valve 9 and the third electronic expansion valve 11 are in a fully connected state; the first port 101 of the multi-way valve 1 is connected to the second port 102; the third port 103 is connected to the seventh port 107; the fifth port 105 is connected to the sixth port 106; and the ninth port 109 is connected to the tenth port 110.

[0121] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. After passing through the second multi-way valve 3, it is divided into two paths. One path flows into the outdoor heat exchanger 4, where it condenses and releases heat to the outside environment. The cooled refrigerant then flows into the fully open first electronic expansion valve 9. The other path flows into the cooling heat exchanger 6 through the second three-way valve 8, where it condenses and releases heat. The cooled refrigerant then flows into the fully open third electronic expansion valve 11. The refrigerant coming out of the first electronic expansion valve 9 and the third electronic expansion valve 11 is then throttled and depressurized by the second electronic expansion valve 10 before entering the indoor heat exchanger 5 and evaporating and absorbing heat from the passenger compartment, thus achieving the cooling of the passenger compartment. Then, it sequentially passes through the first three-way valve 7 and the second multi-way valve 3 into the gas-liquid separator 12 for gas-liquid separation, and finally flows back to the compressor 2, completing the heat pump refrigeration cycle.

[0122] In the coolant circuit, the cooling heat exchanger 6, the radiator 17 and the heater pump 13 constitute the coolant circuit. In this coolant circuit, the coolant, driven by the heater pump 13, first flows through the cooling heat exchanger 6 and absorbs heat from the refrigerant. The heated coolant then flows through the radiator 17 and releases the absorbed heat to the external environment through the radiator 17. Finally, it returns to the heater pump 13 to complete the cycle.

[0123] In the above implementation process, this mode can use the heat pump module to absorb heat from the passenger compartment through the indoor heat exchanger 5, and release the heat to the outside environment through the outdoor heat exchanger 4 and radiator 17 to achieve the cooling of the passenger compartment. By using the outdoor heat exchanger 4 and radiator 17 to cool the passenger compartment together, the heat exchange area and cooling effect are increased, which can meet the higher cooling requirements of the passenger compartment.

[0124] like Figure 10 As shown, when the thermal management system is running in the seventh mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger 6 absorbs heat from the battery temperature control module, and the outdoor heat exchanger 4 releases the heat to the external environment.

[0125] In this scheme, the heat pump module absorbs heat from the battery temperature control module through the cooling heat exchanger 6 and releases the heat to the external environment through the outdoor heat exchanger 4 to achieve battery cooling. Specifically, the process is as follows: ports a and d of the second multi-way valve 3 are connected, as are ports b and c; ports A and C of the second three-way valve 8 are connected; the first electronic expansion valve 9 is fully open; the second electronic expansion valve 10 is closed; the third electronic expansion valve 11 is in a throttling state; the first port 101 of the multi-way valve 1 is connected to the fifth port 105; the second port 102 is connected to the third port 103; the seventh port 107 is connected to the eighth port 108; and the ninth port 109 is connected to the tenth port 110.

[0126] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the outdoor heat exchanger 4 through the second multi-way valve 3, where it condenses and releases heat to the outside environment. After cooling, the refrigerant flows to the third electronic expansion valve 11 after passing through the fully open first electronic expansion valve 9. After being throttled and depressurized, it enters the cooling heat exchanger 6 and evaporates and absorbs heat from the coolant in the battery temperature control module. Then, it passes through the second three-way valve 8 and the second multi-way valve 3 in sequence to enter the gas-liquid separator 12 for gas-liquid separation. Finally, it flows back to the compressor 2, completing the heat pump refrigeration cycle.

[0127] In the coolant circuit, the cooling heat exchanger 6, the power battery 16, the heater pump 13, and the battery pump 15 constitute a coolant circuit. In this coolant circuit, the coolant, driven by the battery pump 15 and the heater pump 13, first flows through the power battery 16 and absorbs its heat, thus achieving rapid cooling of the battery. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant. Finally, it returns to the battery pump 15 to complete the cycle.

[0128] like Figure 11As shown, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger 6 absorbs heat from the battery temperature control module, the indoor heat exchanger 5 absorbs heat from the passenger compartment, and the outdoor heat exchanger 4 releases the heat to the external environment.

[0129] In this scheme, the heat pump module absorbs heat from the battery temperature control module through the cooling heat exchanger 6, and simultaneously absorbs heat from the passenger compartment through the indoor heat exchanger 5, and releases the heat to the outside environment through the outdoor heat exchanger 4, thereby simultaneously cooling the power battery 16 and the passenger compartment. The specific process is as follows: ports a and d of the second multi-way valve 3 are connected, and ports b and c are connected; ports A and C of the first three-way valve 7 are connected; ports A and C of the second three-way valve 8 are connected; the second electronic expansion valve 10 and the third electronic expansion valve 11 are in a throttling state; the first electronic expansion valve 9 is in a fully connected state; the first port 101 of the multi-way valve 1 is connected to the fifth port 105; the second port 102 is connected to the third port 103; the seventh port 107 is connected to the eighth port 108; and the ninth port 109 is connected to the tenth port 110.

[0130] In the refrigerant circuit, the low-temperature, low-pressure refrigerant is compressed into a high-temperature, high-pressure gaseous refrigerant by the compressor 2. It then flows into the outdoor heat exchanger 4 through the second multi-way valve 3, where it condenses and releases heat to the outside environment. After cooling, the refrigerant is divided into two paths after passing through the fully open first electronic expansion valve 9. One path flows to the second electronic expansion valve 10, where it is throttled and depressurized before entering the indoor heat exchanger 5 and evaporating and absorbing heat from the passenger compartment, thus cooling the passenger compartment. The other path flows through the first three-way valve 7 and the third electronic expansion valve 11, where it is throttled and depressurized before entering the cooling heat exchanger 6 and evaporating and absorbing heat from the coolant in the battery temperature control module. The refrigerant then flows through the second three-way valve 8. The refrigerant from the first three-way valve 7 and the second three-way valve 8 then passes through the second multi-way valve 3 and enters the gas-liquid separator 12 for gas-liquid separation before flowing back to the compressor 2, completing the heat pump refrigeration cycle.

[0131] In the coolant circuit, the cooling heat exchanger 6, the power battery 16, the heater pump 13, and the battery pump 15 constitute a coolant circuit. In this coolant circuit, the coolant, driven by the battery pump 15 and the heater pump 13, first flows through the power battery 16 and absorbs its heat, thus achieving rapid cooling of the battery. Then it enters the cooling heat exchanger 6, where it transfers the absorbed heat to the refrigerant. Finally, it returns to the battery pump 15 to complete the cycle.

[0132] Secondly, this application also provides a vehicle, including the thermal management system described above. The vehicle can be a new energy vehicle, which can be a pure electric vehicle, a hybrid electric vehicle, or a range-extended electric vehicle, etc.

[0133] Since the vehicle provided in the second aspect includes a thermal management system, the vehicle has all the technical effects of the thermal management system, which will not be elaborated here.

[0134] It should be understood that the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, the phrases "in this embodiment," "in this application embodiment," or "as an optional implementation" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0135] In the various embodiments of this application, it should be understood that the sequence number of each process does not necessarily imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0136] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the claims.

Claims

1. A thermal management system, characterized in that, include: The system comprises a first multi-way valve, a heat pump module, a heating module, a battery temperature control module, and an electric drive temperature control module. The heat pump module is connected to the heating module and the fifth port of the first multi-way valve. The heating module is connected to the third port and the fourth port of the first multi-way valve. The battery temperature control module is connected to the first port, the second port, the ninth port and the tenth port of the first multi-way valve. The electric drive temperature control module is connected to the sixth port, the seventh port and the eighth port of the first multi-way valve. When the valve core of the first multi-way valve rotates, it is used for heat exchange between at least one of the heating module, the battery temperature control module and the electric drive temperature control module and the heat pump module.

2. The thermal management system according to claim 1, characterized in that, The thermal management system has multiple operating modes; among which When the first mode is running, the first interface is connected to the tenth interface, the second interface is connected to the fourth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface; When the second mode is running, the third interface is connected to the tenth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface; When the third mode is running, the first interface is connected to the tenth interface, the second interface is connected to the third interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface; When the fourth mode is running, the first interface is connected to the fifth interface, and the second interface is connected to the third interface; When running the fifth mode, the fourth interface is connected to the tenth interface, the fifth interface is connected to the seventh interface, and the eighth interface is connected to the ninth interface; When running the sixth mode, the third interface is connected to the seventh interface, and the fifth interface is connected to the sixth interface; When running in the seventh mode, the first interface is connected to the fifth interface, and the second interface is connected to the third interface.

3. The thermal management system according to claim 2, characterized in that, The heat pump module includes a compressor, an outdoor heat exchanger, an indoor heat exchanger, a cooling heat exchanger, a gas-liquid separator, a second multi-way valve, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first three-way valve, and a second three-way valve. The second multi-way valve includes a first valve port, a second valve port, a third valve port, and a fourth valve port. The first three-way valve includes a first A port, a first B port, and a first C port. The second three-way valve includes a second A port, a second B port, and a second C port. The compressor is connected to the first valve port and the gas-liquid separator. The outdoor heat exchanger is connected to the fourth valve port and the first electronic expansion valve. The third electronic expansion valve is connected to the first electronic expansion valve and the cooling heat exchanger. The cooling heat exchanger is connected to the second A port and the fifth interface. The second C port is connected to the second valve port. The second B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger. The indoor heat exchanger is connected to the first A port and the second electronic expansion valve. One end of the second electronic expansion valve is connected to the pipeline between the third electronic expansion valve and the first electronic expansion valve. The gas-liquid separator is connected to the third valve port. The first B port is connected to the pipeline between the fourth valve port and the outdoor heat exchanger. The first C port is connected to the pipeline between the second valve port and the second C port.

4. The thermal management system according to claim 3, characterized in that, The heating module includes a heating core and a heating water pump. The heating core is connected to the fourth interface and the heating water pump. The heating water pump is connected to the cooling heat exchanger and the third interface.

5. The thermal management system according to claim 4, characterized in that, The battery temperature control module includes a power battery, a battery water pump, and a PTC heater. The power battery is connected to the second interface and the battery water pump, the battery water pump is connected to the first interface, and the PTC heater is connected to the ninth interface and the tenth interface.

6. The thermal management system according to claim 5, characterized in that, The electric drive temperature control module includes an electric drive assembly, an electric drive water pump, and a radiator. The electric drive assembly is connected to the eighth interface and the electric drive water pump, the electric drive water pump is connected to the seventh interface and the radiator, and the radiator is connected to the sixth interface.

7. The thermal management system according to claim 6, characterized in that, When the thermal management system operates in the first mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater heat the power battery and the passenger compartment.

8. The thermal management system according to claim 6, characterized in that, When the thermal management system operates in the second mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the cooling heat exchanger absorbs heat from the waste heat of the electric drive temperature control module and the PTC heater for heating the crew cabin.

9. The thermal management system according to claim 6, characterized in that, When the thermal management system operates in the third mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater heat the power battery.

10. The thermal management system according to claim 6, characterized in that, When the thermal management system operates in the fourth mode, the first valve port is connected to the second valve port, and the third valve port is connected to the fourth valve port. The cooling heat exchanger absorbs heat from the battery temperature control module and transfers the heat from the power battery to the passenger compartment; or The first valve port is connected to the second valve port, and the third valve port is connected to the fourth valve port. The outdoor heat exchanger absorbs heat from the external environment, and the cooling heat exchanger absorbs heat from the battery temperature control module, transferring the heat absorbed from the external environment and the heat from the battery temperature control module to the passenger compartment; or The first valve port is connected to the fourth valve port, and the second valve port is connected to the third valve port. The cooling heat exchanger absorbs heat from the battery temperature control module and transfers a portion of the heat from the power battery to the passenger compartment, while releasing the other portion to the external environment.

11. The thermal management system according to claim 6, characterized in that, When the thermal management system is operating in the fifth mode, the first valve port is connected to the second valve port, the third valve port is connected to the fourth valve port, the indoor heat exchanger evaporates and dehumidifies the passenger compartment, the outdoor heat exchanger absorbs heat from the external environment, and the waste heat from the electric drive assembly and the PTC heater heat the passenger compartment.

12. The thermal management system according to claim 6, characterized in that, When the thermal management system is operating in the sixth mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the indoor heat exchanger absorbs heat from the passenger compartment, and the outdoor heat exchanger and the radiator together release the heat to the external environment.

13. The thermal management system according to claim 6, characterized in that, When the thermal management system operates in the seventh mode, the first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger absorbs heat from the battery temperature control module, and the outdoor heat exchanger releases this heat to the external environment; or The first valve port is connected to the fourth valve port, the second valve port is connected to the third valve port, the cooling heat exchanger absorbs heat from the battery temperature control module, the indoor heat exchanger absorbs heat from the passenger compartment, and the outdoor heat exchanger releases the heat to the external environment.

14. A vehicle, characterized in that, Including the thermal management system as described in any one of claims 1-13.

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