Thermal management system and vehicle

Abstract

The utility model belongs to the field of automobile thermal management technology discloses a kind of thermal management system and automobile.The thermal management system is divided into multiple passages by the combination mode of first eight-way valve and multi-way valve assembly, realize the series-parallel connection between passage, satisfy passenger cabin, battery pack, and motor electric control thermal management demand, improve the integration of thermal management system, reduce refrigerant circuit component quantity, and reduce refrigerant pipeline design difficulty.The thermal management system can be in passenger cabin heating or refrigeration, through cold air core and warm air core series connection, increase cooling liquid and air heat exchange area, improve heat exchange efficiency;Meanwhile, utilize motor electric control waste heat or utilize water side electric heater to carry out low-temperature heat production, to improve the system heating capacity under low-temperature environment.The thermal management system can improve heat transfer, heat exchange efficiency, improve refrigeration and heating effect, improve the integration of the thermal management system, reduce the development cost and manufacturing cost of system.

Description

Technical Field

[0001] This utility model relates to the field of automotive thermal management technology, and in particular to a thermal management system and an automobile. Background Technology

[0002] Unlike traditional gasoline-powered vehicles, pure electric vehicles eliminate components such as fuel tanks, engines, transmissions, cooling systems, and exhaust systems. While this can reduce the cost of parts, the absence of engine waste heat in pure electric vehicles, especially in low-temperature environments, means that cabin heating requires additional electrical energy to maintain passenger comfort and ensure that the three-electric system operates within its optimal temperature range. This undoubtedly increases the energy consumption of electric vehicles.

[0003] In existing technologies, the semiconductor wind-side PTC (Positive Temperature Coefficient) electric heaters commonly used in electric vehicles significantly reduce driving range, causing a 50% to 60% decrease in range during winter. To improve the driving range of pure electric vehicles, efficient thermal management systems have emerged. Among them, indirect thermal management systems, due to their flexibility in refrigerant selection and heat / cold distribution, as well as their ability to achieve high system integration, have become an important research direction for next-generation vehicle thermal management.

[0004] In indirect thermal management systems, the refrigerant bypasses the passenger compartment, expanding the range of refrigerant options. The air conditioning unit uses heating and cooling cores instead of indoor condensers and evaporators. The refrigerant circulates in the refrigerant loop, exchanging heat with the coolant in the water-cooled condenser and battery cooler to achieve cooling or heating. However, due to the added intermediate heat exchange stage, some loss of cooling or heating occurs during the transfer process, affecting the system's heat exchange efficiency. Furthermore, to meet the different thermal management needs of the passenger compartment, battery, and motor / electronic control systems, the application of different types and numbers of multi-way valves increases the difficulty of multi-way valve development, and the internal heat and mass transfer within the multi-way valves significantly impacts the system's heat exchange performance.

[0005] Therefore, there is an urgent need to provide a new type of thermal management system and automobile to solve the above-mentioned technical problems in the prior art. Utility Model Content

[0006] One objective of this invention is to provide a thermal management system that improves the heat transfer efficiency of the thermal management system, enhances its integration, and reduces the system's development and manufacturing costs.

[0007] To achieve this objective, the present invention adopts the following technical solution:

[0008] The thermal management system includes an air conditioning system, a motor thermal management system, a battery module thermal management system, and a refrigerant circuit. The air conditioning system is used for heat exchange with the passenger compartment and includes a cold air core and a warm air core connected in parallel. The motor thermal management system is used for heat exchange with the vehicle motor and includes a low-temperature radiator, a motor electronic control thermal management device, and a water-side electric heater connected in series. The battery module thermal management system is used for heat exchange with the vehicle battery pack. The refrigerant circuit includes a water-cooled condenser and an evaporator. The thermal management system also includes a first eight-way valve and a multi-way valve assembly. The heat exchange inlet of the water-cooled condenser is connected to port a1 of the first eight-way valve and port b1 of the multi-way valve assembly. The heat exchange outlet of the water-cooled condenser is connected to the inlet of a second three-way valve. The two outlets of the second three-way valve are respectively connected to port a6 of the first eight-way valve and the multi-way valve assembly. The battery module thermal management system is connected to port b6 at both ends of port b3 and port b4 of the multi-way valve assembly. The heat exchange inlet of the evaporator is connected to port a8 of the first eight-way valve and port b2 of the multi-way valve assembly. The heat exchange outlet of the evaporator is connected to the inlet of the first three-way valve. The two outlets of the first three-way valve are connected to port a7 of the first eight-way valve and port b5 of the multi-way valve assembly. The cold air core is connected to port a3 of the first eight-way valve and port a4 of the first eight-way valve. The warm air core is connected to port a2 of the first eight-way valve and port a5 of the first eight-way valve. Port b7 of the multi-way valve assembly is selectively connected to the inlet of the low-temperature radiator and the inlet of the motor-controlled thermal management device. The outlet of the water-side electric heater is connected to port b8 of the multi-way valve assembly.

[0009] Optionally, the multi-way valve assembly includes a third three-way valve and a second eight-way valve. The second eight-way valve is provided with ports b1, b2, b3, b4, b5, b6, b7, and b8. The inlet of the third three-way valve is connected to port b7, and the two outlets of the third three-way valve are respectively connected to the inlet of the low-temperature radiator and the inlet of the motor thermal management device.

[0010] Optionally, the refrigerant circuit includes a compressor, a water-cooled condenser, a first electronic expansion valve, and an evaporator that are connected in sequence and form a circuit.

[0011] Optionally, the refrigerant circuit further includes a second electronic expansion valve, one end of which is connected to the outlet of the compressor and the other end of which is connected to the inlet of the evaporator.

[0012] Optionally, the multi-way valve assembly includes a ten-way valve, which is provided with ports b1, b2, b3, b4, b5, b6, b7, b8, c1, and c2. Port b8 is connected to the outlet of the cryogenic radiator, port c1 is connected to the outlet of the cryogenic radiator and selectively connected to port b8, port b7 is connected to the inlet of the cryogenic radiator, and port c2 is connected to the inlet of the motor thermal management device.

[0013] Optionally, a first water pump is provided at the heat exchange inlet of the evaporator, and a second water pump is provided at the heat exchange inlet of the water-cooled condenser.

[0014] Optionally, the aforementioned battery module thermal management system includes a battery module thermal management device and a third water pump connected in sequence.

[0015] Optionally, the air conditioning system further includes a blower for blowing air onto the cold air core and the warm air core; the low-temperature radiator is equipped with an electric fan for blowing air onto the low-temperature radiator.

[0016] Optionally, the aforementioned water-cooled condenser is connected to a liquid storage tank.

[0017] Another object of this invention is to provide an automobile that includes a thermal management system as described in any of the above embodiments.

[0018] Beneficial effects:

[0019] The automotive thermal management system provided by this utility model divides the coolant circuit into six channels through a combination of a first eight-way valve and a multi-way valve assembly, achieving series and parallel connections between the channels. While meeting the thermal management requirements of the passenger compartment, battery pack, and motor control system, it improves the integration of the thermal management system, reduces the number of refrigerant circuit components, and simplifies refrigerant piping design. Furthermore, during passenger compartment heating or cooling, this thermal management system can increase the heat exchange area between the coolant and air by connecting the cold air core and the warm air core in series, thereby improving heat exchange efficiency. Simultaneously, it utilizes waste heat from the motor control system or a water-side electric heater for low-temperature heat generation, thus enhancing the system's heating capacity in low-temperature environments. This thermal management system improves the heat transfer efficiency of the thermal management system, enhances both cooling and heating effects, and simultaneously increases its integration, reducing system development and manufacturing costs. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the thermal management system of Embodiment 1 in a specific embodiment of this utility model;

[0021] Figure 2 This is a schematic diagram of the thermal management system of Embodiment 2 in a specific embodiment of this utility model;

[0022] Figure 3 This is a topology diagram of the internal channel of the valve core in the first eight-way valve of Embodiments 1 to 4 in the specific embodiments of this utility model;

[0023] Figure 4 This is a topology diagram of the internal channel of the valve core in the second eight-way valve in specific embodiments of this utility model, specifically in Embodiments 1 and 2.

[0024] Figure 5 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin cooling, battery pack cooling, and motor control low-temperature radiator cooling.

[0025] Figure 6 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the condition of battery pack cooling and motor control low-temperature radiator cooling.

[0026] Figure 7 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin cooling and motor control low-temperature radiator cooling.

[0027] Figure 8 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin cooling, battery pack temperature equalization, and motor control low-temperature radiator cooling.

[0028] Figure 9 This is a schematic diagram of the thermal management system of Embodiment 1 in a specific embodiment of the present invention, under the condition of uniform battery pack temperature and natural heat dissipation of motor drive.

[0029] Figure 10 This is a schematic diagram of the thermal management system of Embodiment 1 of this utility model under the condition of battery pack temperature equalization.

[0030] Figure 11 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin cooling and dehumidification, battery pack cooling, and motor control low-temperature radiator cooling.

[0031] Figure 12 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin cooling and dehumidification, battery pack temperature equalization, and motor and electronic control low-temperature radiator cooling.

[0032] Figure 13 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating and dehumidification, battery pack temperature equalization, environmental heat absorption, and motor electric drive waste heat recovery.

[0033] Figure 14 This is a schematic diagram of the thermal management system in Embodiment 1 of the present utility model under the conditions of crew cabin heating and dehumidification, battery pack temperature equalization, and motor electric drive waste heat recovery.

[0034] Figure 15 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating and dehumidification, battery pack heating, environmental heat absorption, and motor electric drive waste heat recovery.

[0035] Figure 16 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating and dehumidification, battery pack heating, and motor electric drive waste heat recovery.

[0036] Figure 17 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating, ambient heat absorption, and motor electric drive waste heat recovery.

[0037] Figure 18 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating, battery pack heating, environmental heat absorption, and motor electric drive waste heat recovery.

[0038] Figure 19 This is a schematic diagram of the thermal management system in Embodiment 1 of the present utility model under the conditions of crew cabin heating, battery pack temperature equalization, ambient heat absorption, and motor electric drive waste heat recovery.

[0039] Figure 20 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of battery pack heating, ambient heat absorption, and motor electric drive waste heat recovery.

[0040] Figure 21 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating, motor waste heat recovery / low temperature heat generation.

[0041] Figure 22 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating, battery pack temperature equalization, and motor waste heat recovery / low-temperature heat generation.

[0042] Figure 23 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of crew cabin heating, battery pack heating, and motor waste heat recovery / low-temperature heat generation.

[0043] Figure 24This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of battery pack heating, motor waste heat recovery / low temperature heat generation;

[0044] Figure 25 This is a schematic diagram of the thermal management system in Embodiment 1 of the present invention under the conditions of low-temperature radiator defrosting, crew cabin heating, and battery pack temperature equalization.

[0045] Figure 26 This is a schematic diagram of the thermal management system of Embodiment 3 in a specific embodiment of this utility model;

[0046] Figure 27 This is a schematic diagram of the thermal management system of Embodiment 4 in a specific embodiment of this utility model;

[0047] Figure 28 This is a topology diagram of the internal channel of the ten-way valve core in Embodiment 3 of this utility model.

[0048] In the picture:

[0049] 1. Compressor; 2. Water-cooled condenser; 3. Liquid receiver; 4. First electronic expansion valve; 5. Evaporator; 6. Second electronic expansion valve; 10. First water pump; 11. First three-way valve; 12. First eight-way valve; 13. Blower; 14. Cold air core; 15. Warm air core; 16. Second water pump; 17. Second three-way valve; 18. Third water pump; 19. Battery module thermal management device; 20. Second eight-way valve; 21. Third three-way valve; 22. Low-temperature radiator; 23. Electric fan; 24. Motor electronic control thermal management device; 25. Water-side electric heater; 30. Ten-way valve; 100. Air conditioning system. Detailed Implementation

[0050] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0051] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0052] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0053] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0054] like Figure 1 and Figure 2As shown, the thermal management system in this embodiment includes an air conditioning system 100, a motor thermal management system, a battery module thermal management system, and a refrigerant circuit. The air conditioning system 100 is used for heat exchange with the passenger compartment and includes a cold air core 14 and a warm air core 15 connected in parallel. The motor thermal management system is used for heat exchange with the vehicle motor and includes a low-temperature radiator 22, a motor electronic control thermal management device 24, and a water-side electric heater 25 connected in series. The battery module thermal management system is used for heat exchange with the vehicle battery pack. The refrigerant circuit includes a water-cooled condenser 2 and an evaporator 5. The thermal management system also includes a first eight-way valve 12 and a multi-way valve assembly. The heat exchange inlet of the water-cooled condenser 2 is connected to port a1 of the first eight-way valve 12 and port b1 of the multi-way valve assembly. The heat exchange outlet of the water-cooled condenser 2 is connected to the inlet of a second three-way valve 17. The two outlets of the second three-way valve 17 are respectively connected to port a6 of the first eight-way valve 12 and port b1 of the upper three-way valve assembly. The b6 port of the multi-way valve assembly is connected to the b3 port and the b4 port of the multi-way valve assembly, respectively. The heat exchange inlet of the evaporator 5 is connected to the a8 port of the first eight-way valve 12 and the b2 port of the multi-way valve assembly, respectively. The heat exchange outlet of the evaporator 5 is connected to the inlet of the first three-way valve 11. The two outlets of the first three-way valve 11 are connected to the a7 port of the first eight-way valve 12 and the b5 port of the multi-way valve assembly, respectively. The two ends of the aforementioned cold air core 14 are respectively connected to port a3 and port a4 of the aforementioned first eight-way valve 12, the two ends of the aforementioned warm air core 15 are respectively connected to port a2 and port a5 of the aforementioned first eight-way valve 12, port b7 of the aforementioned multi-way valve assembly is selectively connected to the inlet of the aforementioned low-temperature radiator 22 and the inlet of the aforementioned motor-controlled thermal management device 24, and the outlet of the aforementioned water-side electric heater 25 is connected to port b8 of the aforementioned multi-way valve assembly.

[0055] The automotive thermal management system provided in this embodiment divides the coolant circuit into six channels through a combination of the first eight-way valve 12 and a multi-way valve assembly, achieving series and parallel connections between the channels. While meeting the thermal management requirements of the passenger compartment, battery pack, and motor control system, this system improves integration, reduces the number of refrigerant circuit components, and simplifies refrigerant piping design. Furthermore, during passenger compartment heating or cooling, the system increases the heat exchange area between the coolant and air by connecting the cold air core 14 and the warm air core 15 in series, improving heat exchange efficiency. Simultaneously, it utilizes waste heat from the motor control system or generates heat at low temperatures using the water-side electric heater 25, thereby enhancing the system's heating capacity in low-temperature environments. This thermal management system improves heat transfer efficiency, enhances cooling and heating effects, and increases integration, reducing system development and manufacturing costs.

[0056] Example 1

[0057] In this embodiment, as Figure 1 , Figure 3 and Figure 4 As shown, the multi-way valve assembly includes a third three-way valve 21 and a second eight-way valve 20. The second eight-way valve 20 is provided with ports b1, b2, b3, b4, b5, b6, b7, and b8. The inlet of the third three-way valve 21 is connected to port b7, and the two outlets of the third three-way valve 21 are respectively connected to the inlet of the low-temperature radiator 22 and the inlet of the motor thermal management device 24.

[0058] Optionally, the refrigerant circuit includes a compressor 1, a water-cooled condenser 2, a first electronic expansion valve 4, and an evaporator 5, which are connected in sequence to form the circuit. The high-temperature, high-pressure gaseous refrigerant at the compressor 1 discharge port flows through the water-cooled condenser 2, exchanges heat with the coolant, releases heat and condenses within the condenser 2, then passes through the first electronic expansion valve 4 for throttling. Subsequently, the low-temperature, low-pressure liquid refrigerant enters the evaporator 5, exchanges heat with the coolant, and the gaseous refrigerant, after absorbing heat and evaporating, returns to the compressor 1, thus completing the cycle. The refrigerant circuit layout is simple, reducing the number of refrigerant-side components and simplifying the refrigerant-side piping arrangement. The compact space arrangement allows for high integration of the refrigerant side, thereby reducing the refrigerant charge. Heat exchange occurs between the refrigerant and coolant within the water-cooled condenser 2 and the evaporator 5.

[0059] It should be noted that, in the embodiments of this application, the refrigerant selection range includes, but is not limited to, refrigerants such as R134a, R1234yf, R290, R744, R717, R410a, R152a, R22, R32, R404a, and R600a, or any combination of two or more of these refrigerants. The coolant selection range includes, but is not limited to, water, antifreeze, or an aqueous solution of ethylene glycol in any proportion.

[0060] Furthermore, the aforementioned water-cooled condenser 2 is connected to a liquid receiver 3. The liquid receiver 3 is used to expand and regulate the fluid capacity of the refrigerant circuit, avoid liquid slugging, and improve the reliability of the refrigerant circuit.

[0061] Optionally, a first water pump 10 is installed at the heat exchange inlet of the evaporator 5, and a second water pump 16 is installed at the heat exchange inlet of the water-cooled condenser 2. The water pumps are used to ensure the continuous flow of fluid in the piping system, which will not be described in detail here.

[0062] In this embodiment, the battery module thermal management system includes a battery module thermal management device 19 and a third water pump 18 connected in sequence. This structure can achieve battery pack temperature equalization. Utilizing the large specific heat capacity of the coolant, the third water pump 18 drives the coolant flow, improving the temperature uniformity between battery cells.

[0063] Optionally, the air conditioning system 100 further includes a blower 13, which blows air onto the cold air core 14 and the warm air core 15; the low-temperature radiator 22 is equipped with an electric fan 23, which guides the airflow passing through the low-temperature radiator 22 to enhance heat exchange. The coolant flows through the cold air core 14 and the warm air core 15, exchanging heat with the air, and the blower 13 blows the heat-exchanged air towards the passenger compartment, thereby achieving passenger compartment thermal management. The electric fan 23 enhances the heat dissipation effect of the low-temperature radiator 22.

[0064] Specifically, the second branch of the sixth passage of the coolant circuit is equipped with a water-side electric heater 25. The water-side electric heater 25 can be equipped with a low-voltage electric heater, replacing the solution of directly arranging the high-voltage electric heater in the air conditioning unit with a low-power electric heater. This reduces system costs, and by connecting it in series with the first water pump 10, the evaporator 5 and the first three-way valve 11, it can serve as a supplementary heat source in low-temperature environments, thereby expanding the system's operating boundaries and meeting the thermal needs of the passenger compartment.

[0065] Specifically, the air conditioning system 100, the motor thermal management system, and the battery module thermal management system constitute a coolant circuit. The coolant circuit includes six pathways. In the first pathway, the first water pump 10, evaporator 5, and first three-way valve 11 are connected in series, then branch into two branches. The first branch connects to the first eight-way valve 12, and the second branch connects to the second eight-way valve 20. The flow rate of the coolant at the outlet of evaporator 5 is regulated by the first three-way proportional valve 11, thereby achieving cooling distribution. In the second pathway, the second water pump 16, water-cooled condenser 2, and second three-way valve 17 are connected in series, then branch into two branches. The first branch connects to the first eight-way valve 12, and the second branch connects to the second eight-way valve 20. The flow rate of the coolant at the outlet of water-cooled condenser 2 is regulated by the second three-way proportional valve 17, thereby achieving heat distribution. The third pathway includes a cold air core 14. The fourth pathway includes a warm air core 15. The fifth pathway connects the third water pump 18 and the battery module thermal management device 19. The sixth passage connects the third three-way valve 21, the low-temperature radiator 22, the motor thermal management device 24, and the water-side electric heater 25. Within the sixth passage, the third three-way valve 21 divides it into two branches. The first branch connects the low-temperature radiator 22, the motor thermal management device 24, and the water-side electric heater 25. The second branch connects only the motor thermal management device 24 and the water-side electric heater 25. The cooling fan 23 primarily enhances heat exchange between the low-temperature radiator 22 and the environment.

[0066] In this embodiment, both the first three-way valve 11 and the second three-way valve 17 are proportional three-way valves. The first three-way valve 11 can regulate the flow rate of low-temperature coolant into and outside the passenger compartment, thereby achieving cooling distribution. The second three-way valve 17 can regulate the flow rate of high-temperature coolant into and outside the passenger compartment, thereby achieving heat distribution.

[0067] like Figure 3 The diagram shows the flow channel topology for three valve core modes of the first eight-way valve 12. In the first mode, arranged from left to right, ports a7 and a5 are connected, a2 and a3 are connected, and a4 and a8 are connected. The coolant from the evaporator 5 outlet flows through port a7 sequentially through the warm air core 15 and the cold air core 14, which are connected in series. This achieves cabin cooling, increases the heat exchange area between the coolant and air, and improves the cooling effect. In the second mode, ports a7 and a3 are connected, and a4 and a8 are connected. The coolant from the evaporator 5 outlet flows through port a7 through the cold air core 14, exchanging heat with the air to cool and condense it. Ports a6 and a5 are connected, and a2 and a1 are connected. The coolant from the water-cooled condenser 2 outlet flows through port a6 through the warm air core 15, exchanging heat with the air to raise its temperature, thus achieving cabin cooling / dehumidification or heating / dehumidification. In the third mode, ports A6 and A5 are connected, ports A2 and A3 are connected, and ports A4 and A1 are connected. The coolant from the outlet of the water-cooled condenser 2 flows through port A6 sequentially through the warm air core 15 and the cold air core 14, and the cold air core 14 and the warm air core 15 are connected in series to achieve heating of the passenger compartment, increase the heat exchange area between the coolant and the air, and improve the heating effect.

[0068] Figure 4This is a flow topology diagram of the four valve core modes of the second eight-way valve 20. In the first mode, according to the left-to-right arrangement, port b6 is connected to port b7, and port b8 is connected to port b1. The coolant from the outlet of the water-cooled condenser 2 reaches the third three-way valve 21 via port b6, and then sequentially passes through the low-temperature radiator 22, the motor-controlled thermal management device 24, and the water-side electric heater 25, achieving environmental heat release and cooling of the motor-controlled low-temperature radiator 22. Port b5 is connected to port b4, and port b3 is connected to port b2. The coolant from the outlet of the evaporator 5 cools the battery pack via port b5. In the second mode, ports b6 and b7 are connected, and ports b8 and b1 are connected. The coolant from the outlet of the water-cooled condenser 2 reaches the third three-way valve 21 through port b6, and then passes through the low-temperature radiator 22, the motor electronically controlled thermal management device 24, and the water-side electric heater 25 in sequence to achieve environmental heat dissipation and cooling of the motor electronically controlled low-temperature radiator 22. Ports b3 and b4 are connected, and the battery pack coolant is self-circulated by the third water pump 18 to achieve uniform temperature of the battery pack. In the third mode, ports b5 and b7 are connected, and ports b8 and b2 are connected. The coolant from the outlet of evaporator 5 reaches the third three-way valve 21 through port b5, and then passes through the first branch of the third three-way valve 21 in sequence through the low-temperature radiator 22, the motor electric control thermal management device 24, and the water-side electric heater 25 to achieve environmental heat absorption and motor electric control waste heat recovery; or it passes through the second branch of the third three-way valve 21 in sequence through the motor electric control thermal management device 24 and the water-side electric heater 25 to achieve motor electric control waste heat recovery or to use the water-side electric heater 25 to achieve low-temperature heat generation; ports b3 and b4 are connected, and the battery pack coolant is driven by the third water pump 18 to circulate, so as to achieve uniform temperature of the battery pack. In the fourth mode, ports b5 and b7 are connected, and ports b8 and b2 are connected. The coolant from the outlet of evaporator 5 reaches the third three-way valve 21 through port b5, and then passes through the first branch of the third three-way valve 21 in sequence through the low-temperature radiator 22, the motor electric control thermal management device 24, and the water-side electric heater 25 to achieve environmental heat absorption and motor electric control waste heat recovery; or it passes through the second branch of the third three-way valve 21 in sequence through the motor electric control thermal management device 24 and the water-side electric heater 25 to achieve motor electric control waste heat recovery or use the water-side electric heater 25 to achieve low-temperature heat generation; ports b6 and b4 are connected, and ports b3 and b1 are connected. The coolant from the outlet of water-cooled condenser 2 heats the battery pack through port b6.

[0069] Figure 5 This is a schematic diagram of the vehicle's thermal management system operating under the conditions of passenger compartment cooling, battery pack cooling, and motor control low-temperature radiator 22 cooling. By combining the first valve core mode of the first eight-way valve 12 with the first valve core mode of the second eight-way valve 20, passenger compartment cooling, battery pack cooling, and motor control low-temperature radiator 22 cooling are achieved. In particular, by adjusting the first three-way valve 11, the amount of cold air entering the passenger compartment and battery pack is precisely distributed.

[0070] Figure 6This is a schematic diagram illustrating an automotive thermal management system operating under conditions of battery pack cooling and motor / electronic control low-temperature radiator 22 cooling. Figure 5 The difference is that, since there is no need for cooling in the passenger compartment, the battery pack cooling and the motor control low-temperature radiator 22 cooling are achieved only through the first valve core mode of the second eight-way valve 20.

[0071] Figure 7 This is a schematic diagram illustrating an automotive thermal management system operating under conditions of passenger compartment cooling and motor / electronic control low-temperature radiator 22 cooling. By combining the first valve core mode of the first eight-way valve 12 with the first valve core mode of the second eight-way valve 20, passenger compartment cooling and motor / electronic control low-temperature radiator 22 cooling are achieved. Figure 5 The difference is that, since the battery pack has no demand, the second octagonal valve 20 first valve core mode b5 port is closed.

[0072] Figure 8 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment cooling, battery pack temperature equalization, and motor control low-temperature radiator 22 cooling. By combining the first valve core mode of the first eight-way valve 12 with the second valve core mode of the second eight-way valve 20, passenger compartment cooling, battery pack temperature equalization, and motor control low-temperature radiator 22 cooling are achieved. Figure 9 This is a schematic diagram of an automotive thermal management system operating under the condition of battery pack temperature equalization and natural heat dissipation of the electric motor drive. There is no demand in the passenger compartment, the compressor 1 is not started, and the battery pack temperature equalization and natural heat dissipation of the electric motor drive are achieved only through the second valve core mode of the second eight-way valve 20.

[0073] Figure 10 This is a schematic diagram of a vehicle thermal management system operating under battery pack temperature equalization conditions. There is no demand in the passenger compartment, and compressor 1 is not started. Therefore, battery pack temperature equalization is achieved only through the second 8-way valve 20 in the second valve core mode and port b6 is closed.

[0074] Figure 11 This diagram illustrates an automotive thermal management system operating under conditions of passenger compartment cooling and dehumidification, battery pack cooling, and motor / electronic control low-temperature radiator 22 cooling. By combining the second valve core mode of the first eight-way valve 12 with the first valve core mode of the second eight-way valve 20, passenger compartment cooling and dehumidification, battery pack cooling, and motor / electronic control low-temperature radiator 22 cooling are achieved. Specifically, adjusting the first three-way valve 11 precisely distributes the cooling energy entering the passenger compartment and battery pack. Adjusting the second three-way valve 17 precisely distributes the heat entering the passenger compartment and the external low-temperature radiator 22.

[0075] Figure 12This diagram illustrates an automotive thermal management system operating under the following conditions: passenger compartment cooling and dehumidification, battery pack temperature equalization, and motor-controlled low-temperature radiator 22 cooling. By combining the second valve core mode of the first eight-way valve 12 with the second valve core mode of the second eight-way valve 20, cooling and dehumidification, battery pack temperature equalization, and motor-controlled low-temperature radiator 22 cooling are achieved. Specifically, by adjusting the second three-way valve 17, heat entering the passenger compartment and the external low-temperature radiator 22 is precisely distributed.

[0076] Figure 13 This diagram illustrates an automotive thermal management system operating under conditions of passenger compartment heating and dehumidification, battery pack temperature equalization, ambient heat absorption, and motor / electric drive waste heat recovery. By combining the second valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating and dehumidification, battery pack temperature equalization, ambient heat absorption, and motor / electric drive waste heat recovery are achieved. Specifically, by adjusting the first three-way valve 11, the cooling capacity entering the passenger compartment and the external low-temperature radiator 22 is precisely distributed.

[0077] Figure 14 This is a schematic diagram of an automotive thermal management system operating under the conditions of passenger compartment heating and dehumidification, battery pack temperature equalization, and motor / electric drive waste heat recovery. By combining the second valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating and dehumidification, battery pack temperature equalization, ambient heat absorption, and motor / electric drive waste heat recovery are achieved. Specifically, by adjusting the first three-way valve 11, the cooling capacity entering the passenger compartment and the external motor / electric drive thermal management device 24 is precisely distributed.

[0078] Figure 15 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating and dehumidification, battery pack heating, ambient heat absorption, and motor / electric drive waste heat recovery. By combining the second valve core mode of the first eight-way valve 12 with the fourth valve core mode of the second eight-way valve 20, passenger compartment heating and dehumidification, battery pack heating, ambient heat absorption, and motor / electric drive waste heat recovery are achieved. Specifically, by adjusting the first three-way valve 11, the cooling capacity entering the passenger compartment and the external low-temperature radiator 22 is precisely distributed. By adjusting the second three-way valve 17, the heat entering the passenger compartment and the external battery pack is precisely distributed.

[0079] Figure 16 This is a schematic diagram of an automotive thermal management system operating under the conditions of passenger compartment heating and dehumidification, battery pack heating, and motor / electric drive waste heat recovery. By combining the second valve core mode of the first eight-way valve 12 with the fourth valve core mode of the second eight-way valve 20, passenger compartment heating and dehumidification, battery pack heating, and motor / electric drive waste heat recovery are achieved. Specifically, by adjusting the first three-way valve 11, the cooling capacity entering the passenger compartment and the external motor / electric control thermal management device 24 is precisely distributed. By adjusting the second three-way valve 17, the heat entering the passenger compartment and the external battery pack is precisely distributed. Figure 15The difference is that it does not absorb heat from the environment through the low-temperature radiator 22. It is suitable for coolant temperatures that are close to ambient temperatures and cannot obtain beneficial ambient heat. In order to reduce flow resistance, the coolant does not pass through the low-temperature radiator 22 and directly enters the motor electronic control thermal management device 24, using the motor electronic control waste heat to improve the system's heating efficiency.

[0080] Figure 17 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating, ambient heat absorption, and motor / electric drive waste heat recovery. By combining the third valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating, ambient heat absorption, and motor / electric drive waste heat recovery are achieved. Since the battery pack has no demand, port b4 of the third valve core mode of the second eight-way valve 20 is closed.

[0081] Figure 18 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating, battery pack heating, ambient heat absorption, and motor / electric drive waste heat recovery. By combining the third valve core mode of the first eight-way valve 12 with the fourth valve core mode of the second eight-way valve 20, passenger compartment heating, battery pack heating, ambient heat absorption, and motor / electric drive waste heat recovery can be achieved.

[0082] Figure 19 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating, battery pack temperature equalization, ambient heat absorption, and motor / electric drive waste heat recovery. By combining the third valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating, battery pack temperature equalization, ambient heat absorption, and motor / electric drive waste heat recovery can be achieved.

[0083] Figure 20 This is a schematic diagram of an automotive thermal management system operating under conditions of battery pack heating, ambient heat absorption, and motor-driven waste heat recovery. Since there is no demand in the passenger compartment, battery pack heating, ambient heat absorption, and motor-driven waste heat recovery are achieved solely through the fourth valve core mode of the second eight-way valve 20.

[0084] Figure 21 This is a schematic diagram of an automotive thermal management system operating under passenger compartment heating, motor waste heat recovery / low-temperature heat generation conditions. By combining the third valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating, battery pack temperature equalization, and motor drive waste heat recovery are achieved. Since the battery pack has no demand, port b4 of the third valve core mode of the second eight-way valve 20 is closed. Figure 19 In comparison, the difference is that the third three-way valve 21 opens to the second branch without passing through the low-temperature radiator 22.

[0085] Figure 22This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating, battery pack temperature equalization, and motor waste heat recovery / low-temperature heat generation. By combining the third valve core mode of the first eight-way valve 12 with the third valve core mode of the second eight-way valve 20, passenger compartment heating, battery pack temperature equalization, and motor waste heat recovery / low-temperature heat generation are achieved. Figure 19 In comparison, the difference is that the third three-way valve 21 opens to the second branch without passing through the low-temperature radiator 22.

[0086] Figure 23 This is a schematic diagram of an automotive thermal management system operating under conditions of passenger compartment heating, battery pack heating, and motor waste heat recovery / low-temperature heat generation. By combining the third valve core mode of the first eight-way valve 12 with the fourth valve core mode of the second eight-way valve 20, passenger compartment heating, battery pack heating, and motor waste heat recovery / low-temperature heat generation can be achieved.

[0087] Figure 24 This is a schematic diagram of an automotive thermal management system operating under battery pack heating, motor waste heat recovery / low-temperature heat generation conditions. Since there is no demand in the passenger compartment, battery pack heating and motor waste heat recovery / low-temperature heat generation are achieved solely through the fourth valve core mode of the second eight-way valve 20.

[0088] Figure 25 This diagram illustrates a vehicle thermal management system operating under conditions of defrosting the low-temperature radiator 22, heating the passenger compartment, and equalizing the battery pack temperature. By combining the third valve core mode of the first eight-way valve 12 with the second valve core mode of the second eight-way valve 20, defrosting of the low-temperature radiator 22, heating of the passenger compartment, and equalization of the battery pack temperature are achieved. Specifically, by adjusting the second three-way valve 17, heat is precisely distributed between the low-temperature radiator 22 and the passenger compartment. When the ambient temperature is below 0°C and the air humidity is high, condensation easily forms on the surface of the low-temperature radiator 22 during heat exchange with the environment, leading to frost formation, increasing the thermal resistance of the frost layer, and reducing heat exchange efficiency. By combining the two eight-way valves, defrosting of the low-temperature radiator 22 can be achieved without affecting the heating needs of the passenger compartment.

[0089] Example 2

[0090] In low-temperature environments, for thermal management systems using R134a as the refrigerant, especially at ambient temperatures below -10°C, the system's heating efficiency decreases as the ambient temperature drops. To improve heating efficiency and broaden the lower limit of the system's operating ambient temperature, the second embodiment of this application adds a hot gas bypass function. For example... Figure 2 The diagram shown is a schematic diagram of the thermal management system structure of Embodiment 2 of this application. The difference between Embodiment 1 and Embodiment 2 is that a hot gas bypass function is added in Embodiment 2.

[0091] Optionally, the refrigerant circuit further includes a second electronic expansion valve 6, one end of which is connected to the outlet of the compressor 1, and the other end is connected to the inlet of the evaporator 5. The second electronic expansion valve 6 constitutes another branch of the refrigerant circuit. This other branch of the refrigerant circuit includes connections to the discharge port of the compressor 1 and the inlet of the evaporator 5 in sequence. In low-temperature environments, by adjusting the opening of the second electronic expansion valve 6, the flow rate of the high-temperature, high-pressure gaseous refrigerant discharged from the discharge port of the compressor 1 is controlled to enter the evaporator 5 after being throttled by the second electronic expansion valve 6, thereby increasing the evaporation pressure and steplessly adjusting the cooling capacity of the evaporator 5. This avoids frequent start-stop of the compressor 1 under low-load conditions, improves system energy efficiency, ensures good suction conditions for the compressor 1, and enhances its reliability. This embodiment is applicable to, but not limited to, thermal management systems with a liquid receiver 3, and can also be used in thermal management systems with a gas-liquid separator.

[0092] Example 3

[0093] The difference between this embodiment and embodiment one is that a ten-way valve 30 is used instead of the second eight-way valve 20. This ensures that the system's functional mode remains unchanged even without the third three-way valve 21, reduces the difficulty of pipeline layout, reduces the number of components, and further improves system integration. Specifically, the multi-way valve assembly includes a ten-way valve 30, which has ports b1, b2, b3, b4, b5, b6, b7, b8, c1, and c2. Port b8 is connected to the outlet of the cryogenic radiator 22, port c1 is connected to the outlet of the cryogenic radiator 22 and selectively connected to port b8, port b7 is connected to the inlet of the cryogenic radiator 22, and port c2 is connected to the inlet of the motor-controlled thermal management device 24.

[0094] The internal channel topology diagram of the first eight-way valve 12 valve core mode in Embodiment 3 is shown below. Figure 3 Internal channel topology of the first eight-way valve 12 valve core mode in Embodiment 1 Figure 1 To.

[0095] Figure 28This is a topology diagram of the internal channels of the ten-way valve 30 in the valve core mode according to the third embodiment of this application. According to the arrangement order from left to right, from the first row to the second row, in the first valve core mode, port b6 is connected to port b7, port b8 is connected to port c1, and port c2 is connected to port b1. The coolant from the outlet of the water-cooled condenser 2 passes through port b6, and then sequentially passes through the low-temperature radiator 22, the motor electronically controlled thermal management device 24, and the water-side electric heater 25 to achieve environmental heat dissipation and cooling of the motor electronically controlled low-temperature radiator 22. Port b5 is connected to port b4, and port b3 is connected to port b2. The coolant from the outlet of the evaporator 5 cools the battery pack through port b5. In the second valve core mode, ports B6 and B7 are connected, port B8 is connected to port C1, and port C2 is connected to port B1. The coolant from the outlet of the water-cooled condenser 2 passes through port B6, and then sequentially through the low-temperature radiator 22, the motor-controlled thermal management device 24, and the water-side electric heater 25, achieving environmental heat release and cooling of the motor-controlled low-temperature radiator 22. Ports B3 and B4 are connected, and the battery pack coolant is self-circulated by the third water pump 18 to achieve uniform battery pack temperature. In the third valve core mode, ports B5 and B7 are connected, port B8 is connected to port C1, and port C2 is connected to port B2. The coolant from the outlet of the evaporator 5 passes through port B5, and then sequentially through the low-temperature radiator 22, the motor-controlled thermal management device 24, and the water-side electric heater 25, achieving environmental heat absorption and motor-controlled waste heat recovery. Ports B3 and B4 are connected, and the battery pack coolant is self-circulated by the third water pump 18 to achieve uniform battery pack temperature. In the fourth valve core mode, port b5 is connected to port b7, port b8 is connected to port b1, and port c2 is connected to port b2. The coolant from the outlet of evaporator 5 passes through port b5, and then sequentially passes through low-temperature radiator 22, motor electric control thermal management device 24, and water-side electric heater 25 to achieve environmental heat absorption and motor electric control waste heat recovery. Port b6 is connected to port b4, and port b3 is connected to port b1. The coolant from the outlet of water-cooled condenser 2 heats the battery pack through port b6. In the fifth valve core mode, ports B6 and B7 are connected, and ports B8 and B1 are connected. The coolant from the outlet of the water-cooled condenser 2 defrosts the low-temperature radiator 22 via port B6. Ports B5 and C1 are connected, and ports C2 and B2 are connected. The coolant from the outlet of the evaporator 5 passes through port B5, sequentially through the motor-controlled thermal management device 24 and the water-side electric heater 25, to achieve motor-controlled waste heat recovery or low-temperature heat generation. Ports B3 and B4 are connected, and the battery pack coolant self-circulates through the third water pump 18 to achieve uniform battery pack temperature. In the sixth valve core mode, ports B5 and C1 are connected, and ports C2 and B2 are connected. The coolant from the outlet of the evaporator 5 passes through port B5, sequentially through the motor-controlled thermal management device 24 and the water-side electric heater 25, to achieve motor-controlled waste heat recovery or low-temperature heat generation. Ports B6 and B4 are connected, and ports B3 and B1 are connected. The coolant from the outlet of the water-cooled condenser 2 heats the battery pack via port B6.

[0096] The combination of the first eight-way valve 12 valve core mode and the ten-way valve 30 valve core mode in the third embodiment can also meet the thermal management needs of the passenger compartment, battery pack and motor under various working conditions.

[0097] Example 4

[0098] like Figure 27 As shown, the only difference between Embodiment 4 and Embodiment 3 is the addition of the hot gas bypass function found in Embodiment 2. That is, the refrigerant circuit also includes a second electronic expansion valve 6, one end of which is connected to the outlet of the compressor 1, and the other end to the inlet of the evaporator 5. In low-temperature environments, by adjusting the opening of the second electronic expansion valve 6, the flow rate of the high-temperature, high-pressure gaseous refrigerant discharged from the exhaust port of the compressor 1 is controlled, allowing it to enter the evaporator 5 after being throttled by the second electronic expansion valve 6. This increases the evaporation pressure, enabling stepless adjustment of the evaporator 5's cooling capacity, preventing frequent start-stop of the compressor 1 under low-load conditions, improving system energy efficiency, ensuring good suction conditions for the compressor 1, and enhancing its reliability.

[0099] This embodiment also provides a vehicle including a thermal management system as described in any of the above embodiments. Specifically, the vehicle in this embodiment is a pure electric vehicle without an engine or range extender, relying solely on the battery pack and motor waste heat for thermal management, which will not be elaborated further here. The thermal management system used in this vehicle divides the coolant circuit into six channels through a combination of a first eight-way valve 12 and a multi-way valve assembly, achieving series and parallel connections between the channels. While meeting the thermal management requirements of the passenger compartment, battery pack, and motor electronic control, it improves the integration of the thermal management system, reduces the number of refrigerant circuit components, and simplifies refrigerant piping design. Furthermore, when the passenger compartment is heating or cooling, the thermal management system can increase the heat exchange area between the coolant and air by connecting the cold air core 14 and the warm air core 15 in series, thereby improving heat exchange efficiency. Simultaneously, it utilizes the waste heat from the motor electronic control or the water-side electric heater 25 for low-temperature heat generation, thereby enhancing the system's heating capacity in low-temperature environments.

[0100] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A thermal management system, characterized in that, include: An air conditioning system (100) is used for heat exchange with the passenger compartment, the air conditioning system (100) includes a cold air core (14) and a warm air core (15) connected in parallel. The motor thermal management system is used for heat exchange with the automobile motor. The motor thermal management system includes a low-temperature radiator (22), a motor electronic control thermal management device (24), and a water-side electric heater (25) connected in series. A battery module thermal management system, wherein the battery module thermal management system is used for heat exchange with the automotive battery pack; A refrigerant circuit, the refrigerant circuit including a water-cooled condenser (2) and an evaporator (5); The thermal management system further includes a first eight-way valve (12) and a multi-way valve assembly. The heat exchange inlet of the water-cooled condenser (2) is connected to port a1 of the first eight-way valve (12) and port b1 of the multi-way valve assembly. The heat exchange outlet of the water-cooled condenser (2) is connected to the inlet of a second three-way valve (17). The two outlets of the second three-way valve (17) are respectively connected to port a6 of the first eight-way valve (12) and port b6 of the multi-way valve assembly. The two ends of the battery module thermal management system are respectively connected to port b3 and port b4 of the multi-way valve assembly. The heat exchange inlet of the evaporator (5) is connected to port a8 of the first eight-way valve (12) and port b2 of the multi-way valve assembly. The heat exchange outlet is connected to the inlet of the first three-way valve (11). The two outlets of the first three-way valve (11) are respectively connected to port a7 of the first eight-way valve (12) and port b5 of the multi-way valve assembly. The two ends of the cold air core (14) are respectively connected to port a3 of the first eight-way valve (12) and port a4 of the first eight-way valve (12). The two ends of the warm air core (15) are respectively connected to port a2 of the first eight-way valve (12) and port a5 of the first eight-way valve (12). Port b7 of the multi-way valve assembly is selectively connected to the inlet of the low-temperature radiator (22) and the inlet of the motor-controlled thermal management device (24). The outlet of the water-side electric heater (25) is connected to port b8 of the multi-way valve assembly.

2. The thermal management system according to claim 1, characterized in that, The multi-way valve assembly includes a third three-way valve (21) and a second eight-way valve (20). The second eight-way valve (20) is provided with ports b1, b2, b3, b4, b5, b6, b7 and b8. The inlet of the third three-way valve (21) is connected to port b7. The two outlets of the third three-way valve (21) are respectively connected to the inlet of the low-temperature radiator (22) and the inlet of the motor electric thermal management device (24).

3. The thermal management system according to claim 2, characterized in that, The refrigerant circuit includes a compressor (1), a water-cooled condenser (2), a first electronic expansion valve (4), and an evaporator (5) that are connected in sequence to form a circuit.

4. The thermal management system according to claim 3, characterized in that, The refrigerant circuit also includes a second electronic expansion valve (6), one end of which is connected to the outlet of the compressor (1) and the other end is connected to the inlet of the evaporator (5).

5. The thermal management system according to claim 1, characterized in that, The multi-way valve assembly includes a ten-way valve (30), which is provided with ports b1, b2, b3, b4, b5, b6, b7, b8, c1, and c2. Port b8 is connected to the outlet of the low-temperature radiator (22), port c1 is connected to the outlet of the low-temperature radiator (22) and selectively connected to port b8, port b7 is connected to the inlet of the low-temperature radiator (22), and port c2 is connected to the inlet of the motor-controlled thermal management device (24).

6. The thermal management system according to any one of claims 1-5, characterized in that, The evaporator (5) is equipped with a first water pump (10) at the heat exchange inlet, and the water-cooled condenser (2) is equipped with a second water pump (16) at the heat exchange inlet.

7. The thermal management system according to any one of claims 1-5, characterized in that, The battery module thermal management system includes a battery module thermal management device (19) and a third water pump (18) connected in sequence.

8. The thermal management system according to any one of claims 1-5, characterized in that, The air conditioning system (100) also includes a blower (13) for blowing air onto the cold air core (14) and the warm air core (15); the low-temperature radiator (22) is equipped with an electronic fan (23) for blowing air onto the low-temperature radiator (22).

9. The thermal management system according to any one of claims 1-5, characterized in that, The water-cooled condenser (2) is connected to a liquid storage tank (3).

10. An automobile, characterized in that, The thermal management system includes any one of claims 1-9.

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