Thermal management system and vehicle

Abstract

An embodiment of the present application provides a thermal management system and a vehicle. The thermal management system includes a compressor, a first heat exchanger, a second heat exchanger, and a valve manifold. The first heat exchanger includes a first flow path and a second flow path that are separated from each other, and the second heat exchanger includes a third flow path and a fourth flow path that are separated from each other. The input end of the compressor is connected to the output end of the third flow path and to an output end of an evaporator core disposed in the vehicle, and the output end of the compressor is connected to the input end of the second flow path. The input end of the first flow path is connected to an output end of a heater core of the vehicle. The output end of the second flow path is connected to the input end of the third flow path, and the output end of the second flow path is further configured to be connected to an input end of the evaporator core. The input end of the third flow path is further configured to be connected to the output end of the evaporator core. The thermal management system can perform secondary heating on air entering a passenger compartment, thereby increasing the temperature of the warm air entering the passenger compartment and helping to increase the temperature of the passenger compartment.

Description

[Technical Field]

[0001] TECHNICAL FIELD Embodiments of the present application relate to the field of thermal management technology, and more particularly to thermal management systems and vehicles. [Background technology]

[0002] Vehicles that use batteries as energy sources have high requirements for energy utilization due to battery level limitations. Furthermore, the thermal management system of an electric vehicle not only needs to meet the heating and cooling requirements of the passenger compartment, but also needs to heat or cool the battery or the electric driver of the vehicle so that the battery or the electric driver can operate within an appropriate temperature range.

[0003] Currently, thermal management systems using heat pumps or heaters are commonly used to meet the heating and cooling requirements of the passenger compartment. However, although the temperature of the passenger compartment can increase once the heating requirements of the passenger compartment are met, the temperature of the passenger compartment is still low and cannot meet the heating requirements of the passengers. Summary of the Invention

[0004] SUMMARY OF THE INVENTION Embodiments of the present application provide a thermal management system and a vehicle that can increase the temperature of a passenger compartment of a vehicle to meet a user's heating requirements.

[0005] A first aspect of the present embodiment provides a thermal management system including at least a first coolant loop and a second coolant loop. The first coolant loop includes a compressor, a first heat exchanger, and a second heat exchanger. The first heat exchanger includes a first flow path and a second flow path that are separate from each other, and the second heat exchanger includes a third flow path and a fourth flow path that are separate from each other. The input end of the compressor is connected to the output end of the third flow path and is configured to be connected to an output end of an evaporator core disposed in a vehicle, and the output end of the compressor is connected to the input end of the second flow path. The input end of the first flow path is configured to be connected to an output end of a heater core of the vehicle. The output end of the second flow path is connected to the input end of the third flow path, and the output end of the second flow path is further configured to be connected to the input end of the evaporator core. The input end of the third flow path is further configured to be connected to the output end of the evaporator core. The second coolant loop includes a valve manifold having at least four interfaces. The first and second interfaces of the valve manifold are connected to the input and output ends of the fourth flow path, respectively, the third interface of the valve manifold is connected to the output end of the first flow path, and the fourth interface of the valve manifold is connected to the input end of the heater core. The thermal management system is configured for at least a heat pump mode, and when the thermal management system operates in the heat pump mode, a first coolant in the first flow path flows into the evaporator core and exchanges heat with air surrounding the evaporator core, and the heat-exchanged first coolant returns to the compressor through the third flow path. The air that has exchanged heat with the first coolant in the evaporator core further exchanges heat with a second coolant in the heater core.

[0006] When the thermal management system of this embodiment of the present application operates in a heat pump mode, the output end of the second flow path is connected to the input end of the evaporator core, and the output end of the evaporator core is connected to the input end of the third flow path. Therefore, the first coolant in the second flow path can exchange heat with the second coolant in the first flow path before entering the evaporator core. The first coolant can use the evaporator core to exchange heat with the air surrounding the evaporator core, raising the temperature of the air surrounding the evaporator core and achieving a first heating of the air. The second coolant in the heater core also exchanges heat with the air with which the first coolant in the evaporator core has exchanged heat, achieving a second heating of the air. Because the temperature of the first coolant in the evaporator core is lower than that of the second coolant in the heater core, the air entering the passenger compartment of the vehicle is first heated by the evaporator core, and then the heated air is heated by the heater core, thereby achieving a "secondary heating" effect in the air heating process. Therefore, when the thermal management system is in heat pump mode, the evaporator core can be reused as a preheater (condenser), allowing the evaporator core and heater core to provide secondary heating to the air entering the passenger compartment, which can increase the heating capacity and coefficient of performance (COP) of the thermal management system, thereby increasing the temperature of the passenger compartment and meeting the heating requirements of the user.

[0007] In a possible embodiment, the first coolant loop further includes a first throttle valve and a second throttle valve. The output end of the second flow path is connected to the input end of the evaporator core using the first throttle valve. The input end of the third flow path is connected to both the output end of the second flow path and the output end of the evaporator core using the second throttle valve. The flow rate of the first coolant flowing into the evaporator core can be controlled using the first throttle valve, so that the heating effect of the evaporator core can meet user demands as much as possible. The flow rate of the first coolant flowing into the third flow path can be controlled using the second throttle valve. This improves the utilization efficiency of the second heat exchanger.

[0008] In a possible embodiment, the first coolant loop further includes a first stop valve and a second stop valve. The output end of the second flow path is connected to the input end of the third flow path using the first stop valve. The input end of the compressor is connected to the output end of the evaporator core using the second stop valve. The flow direction of the first coolant can be controlled by connecting or disconnecting the first stop valve and / or the second stop valve, thereby the thermal management system can be configured to further include a cooling mode. When the thermal management system is in the cooling mode, the temperature in at least the passenger compartment can be reduced to meet the cooling requirements of the user.

[0009] In a possible embodiment, the first coolant loop further includes a first one-way valve, and the output end of the evaporator core is connected to the input end of the third flow path using the first one-way valve. The first one-way valve is configured to allow the first coolant to flow from the output end of the evaporator core to the input end of the third flow path. When the thermal management system operates in a heat pump mode, the first coolant can always flow from the evaporator core to the third flow path. When the battery pack is cooled separately, the first one-way valve can prevent the first coolant from flowing from the third flow path to the evaporator core. When the passenger compartment and the battery pack are cooled simultaneously, the pressure at the outlet of the evaporator core is lower than the pressure at the inlet end of the third flow path, so the first coolant cannot flow from the evaporator core to the third flow path or from the third flow path to the evaporator core (one-way flow function using the first one-way valve). Also, when cooling the passenger compartment separately, the first coolant may flow from the evaporator core to the second throttle valve, but because the second throttle valve is closed, the first coolant cannot flow into the third flow path and does not affect the current function of the system.

[0010] In one possible embodiment, the first coolant loop further includes a liquid storage tank, the input of which is connected to the output of the second flow path, and the output of which is connected to both the input of the third flow path and the input of the evaporator core. In this manner, the liquid storage tank can adjust the total amount of the first coolant in the first coolant loop based on the cooling or heating effect. For example, if the total amount of the first coolant decreases, the liquid storage tank can automatically store more first coolant.

[0011] In a possible embodiment, the second coolant loop further includes an electric heater and a heater water pump. The input of the electric heater is connected to the output of the heater water pump, and the output of the electric heater is connected to the input of the heater core. The input of the heater water pump is connected to a fourth interface of the valve manifold. The heater water pump may transport the second coolant to the heater core, where the second coolant may exchange heat with the heat-exchanged air using the heater core to provide a second heating of the air entering the passenger compartment. The electric heater may increase the temperature of the second coolant and help improve the heating effect of the thermal management system. For example, the electric heater may increase the amount of heat exchange between the second coolant and the heat-exchanged air, further increasing the temperature of the air entering the passenger compartment.

[0012] In a possible embodiment, the valve manifold has at least six interfaces, and the second coolant loop further includes an electric drive pipeline, an electric drive water pump, and an electric driver. An input end of the electric drive pipeline is connected to a fifth interface of the valve manifold, and an output end of the electric drive pipeline is connected to a sixth interface of the valve manifold. The electric drive water pump and the electric driver are individually connected in series on the electric drive pipeline. In this way, the thermal management system, in addition to heating or cooling the passenger compartment, can also heat or cool the electric driver to ensure that the electric driver operates at an appropriate temperature.

[0013] In a possible embodiment, the second coolant loop further includes a radiator. The input end of the electric drive pipeline is connected to the fifth interface of the valve manifold using the radiator. In this way, the second coolant exchanges heat with the air surrounding the radiator using the radiator, thereby controlling the temperature of the second coolant, for example, increasing or decreasing the temperature of the second coolant.

[0014] In a possible embodiment, the second coolant loop further includes a tank, which is connected to the electrically driven pipeline. The tank is a container with an opening at its top, so that the tank can be used to filter the gas, and only the second coolant in a liquid state can circulate in the second coolant loop, thereby improving the cooling or heating effect.

[0015] In a possible embodiment, the second cooling loop further includes a battery pipeline, a battery water pump, and a battery pack, and the valve manifold has at least eight interfaces. The input and output ends of the battery pipeline are connected to the seventh and eighth interfaces of the valve manifold, respectively. The battery water pump and the battery pack are separately connected in series on the battery pipeline. In this way, the thermal management system, in addition to heating or cooling the passenger compartment and the electric driver, can further heat or cool the battery pack to increase or decrease the temperature of the battery pack, thereby allowing the thermal management system to further heat or cool at least one of the battery pack, the passenger compartment, and the electric driver.

[0016] In a possible embodiment, the seventh interface of the valve manifold is further connected to the input end of the first flow path using a second one-way valve, and the second one-way valve is configured to allow a second cooling fluid to flow from the seventh interface of the valve manifold to the input end of the first flow path, thereby improving the operating conditions of the thermal management system.

[0017] In one possible embodiment, the second coolant loop further includes a three-way valve, the input of which is connected to the output of the heater core, the first output of which is connected to the input of the first flow path, and the second output of which is connected to the input of the battery water pump. In this way, the second coolant in the heater core can further flow to the battery water pump by using the three-way valve, in addition to returning to the valve manifold through the first flow path, thereby improving the operating conditions of the thermal management system.

[0018] In a possible embodiment, the valve manifold is a nine-way valve, and the adjusting structure of the valve manifold is realized by using a nine-way valve, which can reduce the difficulty of pipeline design, reduce the volume occupied by the valve manifold, and help improve the integration of the thermal management system.

[0019] In a possible embodiment, the thermal management system further includes an integrated unit. One or more of the valve manifold, the first heat exchanger, and the second heat exchanger are integrated into the integrated unit. Because several components of the thermal management system are integrated into the integrated unit, the size and system pressure drop of the thermal management system can be reduced. This helps to improve the system energy efficiency of the thermal management system. Furthermore, the thermal management system may be installed in a modular manner.

[0020] A second aspect of the present application provides a vehicle including a thermal management system according to any one of the embodiments of the first aspect and a vehicle body, the thermal management system being attached to the vehicle body. The vehicle body includes a passenger compartment, an air conditioning box, a heater core, and an evaporator core, the air conditioning box's air outlet communicating with the passenger compartment, the heater core disposed within the air conditioning box and proximate to the air conditioning box's air outlet, and the evaporator core disposed within the air conditioning box and proximate to the air conditioning box's air inlet. When the thermal management system operates in a heat pump mode, an output end of a second flow path of the thermal management system is connected to an input end of the evaporator core, the output end of the evaporator core is connected to an input end of a third flow path of the thermal management system, the output end of the third flow path is connected to an input end of a compressor of the thermal management system, and the output end of the compressor is connected to the input end of the second flow path. [Brief explanation of the drawings]

[0021] [Figure 1] FIG. 1 is a diagram showing the structure of a thermal management system in the prior art. [Figure 2] FIG. 1 is a diagram showing the structure of another thermal management system in the prior art. [Figure 3] FIG. 1 illustrates the structure of a thermal management system in heat pump mode according to an embodiment of the present application. [Figure 4] FIG. 10 illustrates the structure of another thermal management system in heat pump mode according to an embodiment of the present application. [Figure 5] 4 illustrates the configuration of the thermal management system according to the embodiment shown in FIG. 3, where the first cooling fluid is in the second flow direction loop. [Figure 6] 4 illustrates the configuration of the thermal management system according to the embodiment shown in FIG. 3, where the first cooling fluid is in a third flow direction loop. [Figure 7] 4 illustrates the configuration of the thermal management system according to the embodiment shown in FIG. 3, where the first cooling fluid is in a fourth flow direction loop. [Figure 8] 4 illustrates the structure of a first loop and a second loop in the thermal management system according to the embodiment shown in FIG. 3. [Figure 9] FIG. 1 is a pressure-enthalpy diagram for a thermal management system using an all-pass throttle valve as the first throttle valve in heat pump mode. [Figure 10] FIG. 1 is a pressure-enthalpy diagram for a thermal management system using a non-allpass throttle valve as the first throttle valve in heat pump mode. [Figure 11] FIG. 10 illustrates yet another thermal management system architecture according to an embodiment of the present application. [Figure 12] FIG. 2 illustrates the structure of an integrated unit according to an embodiment of the present application. [Figure 13] FIG. 10 illustrates the structure of another integrated unit according to an embodiment of the present application. [Figure 14] FIG. 10 illustrates the structure of yet another integrated unit according to an embodiment of the present application. [Figure 15] FIG. 10 illustrates the structure of yet another integrated unit according to an embodiment of the present application. [Figure 16] FIG. 1 is a diagram of a thermal management system in an operational state for passenger compartment heating and battery pack heating in accordance with one embodiment of the present application. [Figure 17] 1 is a diagram of a thermal management system in operation for heating a passenger compartment and cooling a battery pack according to one embodiment of the present application. FIG. [Figure 18] 1 is a diagram of a thermal management system in operation for passenger compartment cooling and battery pack cooling according to one embodiment of the present application. [Figure 19] 1 is a diagram of a thermal management system in an operating state for natural cooling of a battery pack according to one embodiment of the present application.

[0022] Explanation of reference symbols: 10: Thermal management system, 20: first coolant loop; 21: compressor, 22: first heat exchanger, 23: second heat exchanger, 24: first throttle valve, 25: second throttle valve, 26: first stop valve, 27: second stop valve, 281: first one-way valve, 282: second one-way valve, 29: liquid storage tank, 30: second coolant loop; 31: Valve manifold, a1: first interface, a2: second interface, a3: third interface, a4: fourth interface, a5: fifth interface, a6: sixth interface, a7: seventh interface, a8: eighth interface, a9: ninth interface, 32: Electric heater, 33: Heater water pump, 34: Electrically driven pipeline, 35: Electrically driven water pump, 36: Electric driver, 37: Radiator, 38: Tank, 39: Battery pipeline, 40: Battery water pump, 41: Battery pack, 42: Three-way valve, 43: heater core, 50: evaporator core, 60: Air conditioning box, 70: Air conditioning box fan, 80: Cooling fan, 90: Integrated Unit, S1: heater loop, S2: electric drive loop, S3: battery loop, S4: primary loop. DETAILED DESCRIPTION OF THE INVENTION

[0023] Electric vehicles that use batteries as their energy source have high energy utilization requirements due to battery level limitations. The thermal management system is an important component of an electric vehicle and is responsible for ensuring the comfort of the passenger compartment and the thermal safety of the electric drive system and battery system. The energy utilization efficiency of the thermal management system directly affects the vehicle's energy consumption and battery life. The passenger compartment thermal management module, which consumes the largest amount of energy in the thermal management system, has the functions of cooling in the summer and heating in the winter.

[0024] For example, Figure 1 illustrates the structure of a prior art thermal management system. Referring to Figure 1, the prior art thermal management system includes a housing 12 and a first loop 14 and a second loop 16 that are at least partially disposed within the housing 12. The first loop includes a compressor 14 and a second loop 16 that are all disposed in series. 21 The second loop 16 includes a water inlet 34, a first multi-way valve 36, a low-temperature radiator 38, the chiller 30, a water tank 40, a water pump 42, a PTC (Correct The thermal management system includes a PTC (Temperature Coefficient Heater) 44, a second multi-way valve 46, and a plurality of water outlets 48. The opening degree of the first multi-way valve 36 is controlled to determine whether the water channel system passes through the low-temperature radiator 38 via a pipeline 56 to implement a low cooling mode, passes through the chiller 30 via a pipeline 54 to implement a high cooling mode, and returns directly to the water tank 40 via the PTC 44 and the pipeline 58 to implement a heating mode. Therefore, the thermal management system has three modes: a high cooling mode, a low cooling mode, and a heating mode. However, the thermal management system has the following problems: 1. The thermal management system can only heat and cool components such as the battery and the electric driver, and cannot heat and cool the passenger compartment. 2. The heating function is entirely dependent on the heater, resulting in a low coefficient of performance.

[0025] FIG. 2 illustrates the structure of another prior art thermal management system. Referring to FIG. 2, the prior art thermal management system may include an electric compressor 1, a plate heat exchanger 2, a first electronic expansion valve 30, a second electronic expansion valve 25, a battery chiller 7, a gas-liquid separator 8, a first electronic valve 27, a second electronic valve 29, a third electronic valve 28, a fourth electronic valve 26, a check valve 24, a first expansion water tank 14, a radiator, a first water pump 12, and a four-way water valve 21. The plate heat exchanger 2 functions as a condenser in cooling mode and absorbs heat through an electrically driven water loop. When the plate heat exchanger 2 functions as an evaporator in heating mode, waste heat recovery can be performed on the heat generated by the electric drive. However, while the thermal management system can heat the passenger compartment, it uses a heater (e.g., a PTC) to heat both the passenger compartment and the battery, resulting in low heating energy efficiency. Furthermore, the overall thermal management system has relatively scattered fittings and pipelines due to its low level of integration.

[0026] However, heaters employ a heating principle that converts electrical energy into thermal energy. While they offer advantages such as high heating rates and low costs, they also suffer from low energy utilization rates due to their heater coefficient of performance (COP) of less than 1. Therefore, electric vehicles using PTC heating-based thermal management solutions experience a significant reduction in their winter driving range, for example, by at least 30%. Furthermore, with the development of the electric vehicle market, consumers are becoming increasingly sensitive to the range of electric vehicles. This requires electric vehicles to implement more efficient winter heating methods. In light of this, some prior art thermal management systems instead use heat pump heating technology to meet the heating requirements of the passenger compartment.

[0027] Heat pump heating technology works by compressing a vapor refrigerant with a compressor, releasing the heat of the high-temperature, high-pressure refrigerant into the passenger compartment. The refrigerant then absorbs heat from the low-temperature outdoor environment after being throttled and expanded by an expansion valve, and then returns to the compressor for further compression. From an energy-saving perspective, heat pump systems increase the thermal energy level of the low-temperature outdoor air through compression by the compressor, and then release the heat to areas that require it, such as the passenger compartment or battery pack. Because "free" heat is absorbed from the environment, the COP of heat pump heating technology is much higher than that of a heater, potentially reaching at least 2.0 or more, thereby achieving energy savings and improving the durable fuel economy of electric vehicles.

[0028] However, in low-temperature environments, although the heat pump system can increase the temperature in the passenger compartment, when the passenger compartment is heated using a thermal management system that uses a heat pump in the prior art, the heating capacity is insufficient and the temperature of the warm air entering the passenger compartment is low. In this case, the temperature increase in the passenger compartment is small, so the temperature in the passenger compartment remains low and cannot fully meet the user's heating needs.

[0029] In consideration of this, one embodiment of the present application provides a vehicle. The vehicle may include a vehicle body and a thermal management system 10. The vehicle body may include an air conditioning box 60, a heater core 43, and an evaporator core 50. An air outlet of the air conditioning box 60 communicates with the passenger compartment, the heater core 43 is disposed within the air conditioning box 60 and is adjacent to the air outlet of the air conditioning box 60, and the evaporator core 50 is disposed within the air conditioning box 60 and is adjacent to the air inlet of the air conditioning box 60. Referring to FIG. 3 , the thermal management system 10 may include a first coolant loop 20 and a second coolant loop 30. The heater core 43 is disposed within the second coolant loop 30, and the evaporator core 50 is disposed within the first coolant loop 20. The thermal management system 10 is configured in at least a heat pump mode. When the thermal management system 10 operates in the heat pump mode, the first coolant can first use the evaporator core 50 to exchange heat with the air entering the passenger compartment for a first time, thereby heating the air entering the passenger compartment for a first time, and the second coolant can use the heater core 43 to exchange heat with the air that has undergone the first heat exchange for a second time, thereby heating the air entering the passenger compartment for a second time. In the heat pump mode, the temperature of the first coolant in the evaporator core 50 is lower than the temperature of the second coolant in the heater core 43 and higher than the temperature of the air entering the air conditioning box 60 through the air inlet. This creates a "secondary heating" effect in the heating process of the air entering the passenger compartment, which can increase the temperature of the air entering the passenger compartment, and then increase the temperature in the passenger compartment. This improves user comfort.

[0030] In the heat pump mode, the evaporator core 50 is reused as a preheater (condenser), and the evaporator core 50 is utilized to dissipate heat from the first coolant and provide a first heating of the air entering the passenger compartment. Thus, the heater core 43 and the evaporator core 50 cooperate to increase the system heating capacity of the thermal management system 10. Furthermore, because the thermal management system 10 utilizes a heat pump system to meet the heating requirements of the passenger compartment, the coefficient of performance (COP) of the management system can be improved.

[0031] It will be appreciated that the modes in which the thermal management system 10 in this embodiment of the present application can operate are not limited to the heat pump mode. For example, the thermal management system 10 may be further configured in a cooling mode. In the cooling mode, at least the passenger compartment may be cooled. See below for a detailed description.

[0032] In some embodiments, the heater core 43 and the evaporator core 50 may be alternatively included in the thermal management system 10. In this case, the thermal management system 10 may include at least a first cooling loop 20, a second cooling loop 30, an evaporator core 50, and a heater core 43. Indeed, the evaporator core 50 may alternatively function as part of the first cooling loop 20. That is, the first cooling loop 20 may include the evaporator core 50. Similarly, the heater core 43 may alternatively function as part of the second cooling loop 30. That is, the second cooling loop 30 may include the heater core 43.

[0033] Additionally, in some embodiments, the air conditioning box 60 may alternatively be included in the thermal management system 10. In this case, the thermal management system 10 may include an air conditioning box system, a first cooling loop 20, and a second cooling loop 30. The air conditioning box 60 system may include the air conditioning box 60, a heater core 43, and an evaporator core 50.

[0034] 3, in some embodiments, an air conditioning box fan 70 can be further disposed within the air conditioning box 60. The air conditioning box fan 70 can blow ambient air (neither cooled nor heated) directly into the passenger compartment, can blow ambient air cooled by the evaporator core 50 into the passenger compartment, or can blow ambient air heated by the evaporator core 50 and heater core 43 into the passenger compartment.

[0035] The following describes an implementation of the thermal management system 10 provided in this embodiment of the present application without the heater core 43, evaporator core 50, and air conditioning box 60.

[0036] FIG. 3 is a diagram illustrating the structure of a thermal management system in heat pump mode according to one embodiment of the present application. As shown in FIG. 3, the thermal management system 10 provided in this embodiment of the present application can include a first coolant loop 20 and a second coolant loop 30. The circulating medium in the first coolant loop 20 is a first coolant. The circulating medium in the second coolant loop 30 is a second coolant. Note that in this embodiment of the present application, the first coolant can include, but is not limited to, refrigerants such as R134a, R744 (carbon dioxide), R718 (water), R290 (propane), R717 (ammonia), R410a, R32, R1234yf, R502, R12, R22, R407c, and R600a, or a combination of any two or more of these refrigerants. The second coolant can include, but is not limited to, water, antifreeze, ethylene glycol, or the like. For example, the first cooling liquid may be refrigerant R134a and the second cooling liquid may be a cooling liquid.

[0037] 3 , the first coolant loop 20 may include a compressor 21, a first heat exchanger 22, and a second heat exchanger 23. The first heat exchanger 22 includes a first flow path and a second flow path that are separate from each other. The second heat exchanger 23 includes a third flow path and a fourth flow path that are separate from each other. The input end of the compressor 21 is connected to the output end L32 of the third flow path and to the output end of the evaporator core 50, and the output end of the compressor 21 is connected to the input end L21 of the second flow path. The input end L11 of the first flow path is connected to the output end of the heater core 43. The output end L22 of the second flow path is connected to the input end L31 of the third flow path, and the output end L22 of the second flow path is further configured to be connected to the input end of the evaporator core 50. The input end L31 of the third flow path is further configured to be connected to the output end of the evaporator core 50.

[0038] 3, the second coolant loop 30 may include a valve manifold 31 having at least four interfaces. A first interface a1 and a second interface a2 of the valve manifold 31 are connected to the input end L41 and the output end L42 of the fourth flow path, respectively. A third interface a3 of the valve manifold 31 is connected to the output end L12 of the first flow path. A fourth interface a4 of the valve manifold 31 is configured to be connected to the input end of the heater core 43.

[0039] The number of interfaces of the valve manifold 31 may be a value such as 4, 5, 6, 7, 8, or 9, and is not limited herein. The number of interfaces may be determined based on the usage requirements of the thermal management system 10. The valve manifold 31 may also include at least one valve with multiple interfaces, or may be configured as a combination of multiple valves, such as a 4-way valve, a 5-way valve, or a 9-way valve. Alternatively, the valve manifold 31 may include two 3-way valves.

[0040] The multiple interfaces are connected to each other using the internal structure of the valve manifold 31. For example, as shown in FIG. 3 , the first interface a1 is connected to the sixth interface a6, the second interface a2 is connected to the fifth interface a5, the third interface a3 is connected to the fourth interface a4, and the seventh interface a7 is connected to the eighth interface a8. The connection relationship of the interfaces is not limited to the connection relationship shown in FIG. 3 . Furthermore, the positions of the interfaces are not limited to the positions shown in FIG. 3 . The positions of the interfaces in FIG. 3 are merely an example. For example, FIG. 4 illustrates the structure of another thermal management system in heat pump mode according to one embodiment of the present application. As shown in FIG. 4 , the positions of the interfaces on the valve manifold 31 are different from those in FIG. 3 .

[0041] The output end L22 of the second flow path is connected to both the input end L31 of the third flow path and the input end of the evaporator core 50. Therefore, the output end L22 of the second flow path may be connected to the input end L31 of the third flow path, or the output end L22 of the second flow path may be connected to the input end of the evaporator core 50, or the output end L22 of the second flow path may be connected to both the input end L31 of the third flow path and the input end of the evaporator core 50. Therefore, there are two flow directions of the first coolant flowing out of the second flow path. One is a direction in which the first coolant flows into the third flow path, exchanges heat with the second coolant in the fourth flow path, and then returns to the compressor 21. The other is a direction in which the first coolant flows into the evaporator core 50 and exchanges heat with the air surrounding the evaporator core 50. There are also two flow directions of the first coolant after heat exchange. One is the direction in which the first coolant returns to the compressor 21, and the other is the direction in which the first coolant enters the third flow path, exchanges heat with the second coolant in the fourth flow path, and then returns to the compressor 21. It may be appreciated that multiple flow direction loops can be formed in the first coolant loop 20 to meet different usage requirements. For example: 3 or 4 , when the flow direction of the first coolant is the first flow direction loop, the output end L22 of the second flow path is not connected to the input end L31 of the third flow path, the output end of the evaporator core 50 is not connected to the input end of the compressor 21, the output end of the evaporator core 50 is connected to the input end L31 of the third flow path, and the output end L32 of the third flow path is connected to the input end of the compressor 21. After being compressed by the compressor 21, the first coolant in the first flow direction loop enters the second flow path and exchanges heat with the second coolant in the first flow path. The heat-exchanged first coolant flows into the evaporator core 50 and exchanges heat with the air surrounding the evaporator core 50. The heat-exchanged first coolant also flows from the output end of the evaporator core 50 into the third flow path, and the first coolant in the third flow path exchanges heat with the second coolant in the fourth flow path and then returns to the compressor 21.

[0042] When the temperature of the external environment in which the vehicle is located is low and heating in the passenger compartment is required, the thermal management system 10 operates in heat pump mode, and the flow direction of the first coolant is the first flow direction loop. Because the air entering the air conditioning box 60 is low temperature air and its temperature is lower than the temperature of the first coolant in the evaporator core 50, the low temperature air passing through the evaporator core 50 can be heated. After the first coolant in the second flow path exchanges heat with the second coolant in the first flow path, the heat of the first coolant is transferred to the second coolant, causing the temperature of the first coolant to decrease and the temperature of the second coolant to increase. After the first coolant exchanges heat with the air entering the passenger compartment using the evaporator core 50 for the second time, the heat of the first coolant is transferred to the air surrounding the evaporator core 50, causing the temperature of the first coolant to continue to decrease and the temperature of the air surrounding the evaporator core 50 to increase. When the first coolant in the third flow path exchanges heat with the second coolant in the fourth flow path for the third time, the first coolant absorbs the heat transported by the second coolant, causing the temperature of the first coolant to increase and the temperature of the second coolant to decrease.

[0043] FIG. 5 illustrates the structure of the thermal management system according to the embodiment shown in FIG. 3 , where the first coolant is in the second flow direction loop. Referring to FIG. 5 , when the flow direction of the first coolant can be the second flow direction loop, the output end L22 of the second flow path is not connected to the input end L31 of the third flow path, the output end of the evaporator core 50 is connected to the input end of the compressor 21, the output end of the evaporator core 50 is not connected to the input end L31 of the third flow path, and the output end L32 of the third flow path is connected to the input end of the compressor 21. In this case, the first coolant in the second flow direction loop enters the second flow path after being compressed by the compressor 21 and exchanges heat with the second coolant in the first flow path. The heat-exchanged first coolant flows into the evaporator core 50, exchanges heat with the air surrounding the evaporator core 50, and then returns to the compressor 21. The second flow direction loop can achieve individual cooling of the passenger compartment.

[0044] 6 is a diagram illustrating the structure of the thermal management system according to the embodiment shown in FIG. 3, where the first coolant is in a third flow direction loop. Referring to FIG. 6, when the flow direction of the first coolant can be the third flow direction loop, the output end L22 of the second flow path is connected to the input end L31 of the third flow path, the output end L32 of the third flow path is connected to the input end of the compressor 21, and the output end of the compressor 21 is connected to the input end L21 of the second flow path. In this case, the first coolant in the second flow direction loop enters the second flow path after being compressed by the compressor 21 and exchanges heat with the second coolant in the first flow path. The first coolant after heat exchange flows into the third flow path, exchanges heat with the second coolant in the fourth flow path, and then returns to the compressor 21.

[0045] FIG. 7 illustrates the structure of the thermal management system according to the embodiment illustrated in FIG. 3 , where the first coolant is in a fourth flow direction loop. Referring to FIG. 7 , the flow direction of the first coolant may alternatively be a fourth flow direction loop, where the fourth flow direction loop includes the second flow direction loop and the third flow direction loop, and the second flow direction loop and the third flow direction loop are in the fourth flow direction loop. The first coolant exiting the second flow path has two flow directions. One is the direction in which the first coolant enters the third flow path, and the other is the direction in which the first coolant enters the evaporator core 50. The flow rates of the first coolant entering the third flow path and the first coolant entering the evaporator core 50 can be determined based on actual requirements, and are not limited herein.

[0046] It will be appreciated that the flow direction of the first coolant is not limited to the several flow direction loops described above.

[0047] 8 is a diagram illustrating the structures of the first and second loops of the thermal management system according to the embodiment shown in FIG. 8. Referring to FIG. 8, the flow direction of the second coolant includes, but is not limited to, the first loop S4 and the second loop S5. In the first loop S4, the second coolant in the loop flows from the output end L42 of the fourth flow path to the second interface a2 of the valve manifold 31, and then flows from the first interface a1 of the valve manifold 31 through the internal path of the valve manifold 31 to the fourth flow path. Then, in the second loop (shown as S1 in the figure), the second coolant in the loop first flows into the heater core 43, then the second coolant flows from the heater core 43 into the first flow path, the second coolant in the first flow path flows into the third interface a3 of the valve manifold 31, and then the second coolant flows from the fourth interface a4 of the valve manifold 31 through the internal path of the valve manifold 31 and flows into the heater core 43 again.

[0048] It will be appreciated that the loop through which the second coolant flows is not limited to the first and second loops. For example, referring to Figure 8, the loop through which the second coolant flows may alternatively be loops such as the electric drive loop S2 and the battery loop S3.

[0049] When there are multiple loops through which the second cooling liquid flows, the valve manifold 31 can be used to connect the multiple loops in series and parallel. That is, the internal structure of the valve manifold 31 allows multiple interfaces with multiple connection modes to realize the series-parallel connection of multiple loops, thereby heating or cooling different components or the same component. For example, the thermal management system 10 can further heat or cool the battery pack 41.

[0050] In embodiments of the present application, the thermal management system 10 may be configured with an operating mode, such as a heat pump mode or a cooling mode. When operating in the heat pump mode, the thermal management system 10 may heat at least the passenger compartment, thereby increasing the temperature of the passenger compartment. When operating in the cooling mode, the thermal management system 10 may cool at least the passenger compartment, thereby decreasing the temperature of the passenger compartment.

[0051] When the thermal management system 10 operates in heat pump mode, the first coolant flow direction is a first flow direction loop, and the second coolant flow direction can include a first loop S4 and a second loop. In some cases, for example, the first coolant passes through the compressor 21 and enters the second flow path, releasing heat and raising the temperature of the second coolant in the first flow path. The first coolant, having released heat, enters the evaporator core 50 and releases heat again, raising the temperature of the air surrounding the evaporator core 50 (the cold air entering the air conditioning box 60). The first coolant, having released heat, re-enters the third flow path and absorbs heat, lowering the temperature of the second coolant in the fourth flow path, and the first coolant, having absorbed heat, returns to the input end of the compressor 21. After the second coolant is heated by the first heat exchanger 22, the temperature of the second coolant increases. The increased temperature second coolant enters the heater core 43 using the valve manifold 31 and releases heat to increase the temperature of the air heated by the evaporator core 50. Because the temperature of the first coolant in the evaporator core 50 is lower than that of the second coolant in the heater core 43 and higher than that of the low-temperature air, a "secondary heating" effect is realized in the air heating process. Therefore, when the thermal management system 10 operates in heat pump mode, the evaporator core 50 is reused as a preheater (condenser). The low-temperature air flowing into the passenger compartment is first heated by the evaporator core 50 and then heated by the heater core 43 to perform secondary heating of the air, which may increase the temperature of the air flowing into the passenger compartment and increase the temperature in the passenger compartment.

[0052] 3 , in some possible implementations, the first coolant loop 20 may further include a first throttle valve 24 and a second throttle valve 25. The output end L22 of the second flow path is connected to the input end of the evaporator core 50 using the first throttle valve 24. The input end L31 of the third flow path is connected to both the output end L22 of the second flow path and the output end of the evaporator core 50 using the second throttle valve 25. The opening degree of the first throttle valve 24 is controlled to control the flow rate of the first coolant flowing into the evaporator core 50. The opening degree of the second throttle valve 25 is controlled to control the flow rate of the first coolant flowing into the third flow path. Therefore, different usage requirements can be met by controlling the first throttle valve 24 and the second throttle valve 25.

[0053] In some cases, the first throttle valve 24 may be an all-pass throttle valve. That is, when the first throttle valve 24 is fully opened, its inner diameter is the same as the inner diameter of the pipeline. After the first coolant passes through the first throttle valve 24, there is no pressure loss and no throttling effect. Figure 9 shows a pressure-enthalpy diagram of a thermal management system using an all-pass throttle valve as the first throttle valve in heat pump mode. In Figure 9, EXV_B represents the second throttle valve 25, EVAP represents the evaporator core 50, WCOND represents the first heat exchanger 22, Comp represents the compressor 21, and Chiller represents the second heat exchanger 23. The saturation curve represents a unique attribute of the first coolant, and each side of the trapezoid represents the process in the corresponding element. The saturation curve and the trapezoid form three rings. The left ring indicates that the first coolant is in a completely liquid state, the center ring indicates that the first coolant is in a two-phase gas-liquid state, and the right ring indicates that the first coolant is in a completely gas state.Since the first coolant does not have a throttling effect in the all-pass throttle valve, no pressure drop occurs in Figure 9.

[0054] Indeed, in some cases, the first throttle valve 24 may alternatively be a non-all-pass throttle valve. That is, when the first throttle valve 24 is fully open, the first coolant still experiences a pressure drop loss after passing through the first throttle valve 24, and a throttling effect still occurs. FIG. 10 is a pressure-enthalpy diagram of a thermal management system using a non-all-pass throttle valve as the first throttle valve in heat pump mode. In FIG. 10, EXV_H represents the first throttle valve 24. From FIG. 10, it can be seen that the first coolant experiences a throttling effect at the first throttle valve 24, resulting in a pressure drop in the pressure-enthalpy diagram. After the pressure drop, the first coolant enters the evaporator core 50. When the air flows into the air conditioning box 60, the temperature of the first coolant is higher than the air intake temperature, so the first coolant dissipates heat into the air, the temperature of the first coolant further decreases, and the air flowing into the air conditioning box 60 is preheated.

[0055] 3 , in some possible implementations, the first coolant loop 20 may further include a first stop valve 26 and a second stop valve 27. The output end L22 of the second flow path is connected to the input end L31 of the third flow path using the first stop valve 26. The input end of the compressor 21 is connected to the output end of the evaporator core 50 using the second stop valve 27. The flow direction of the first coolant can be controlled by controlling the connection or disconnection of the first stop valve 26 and / or the second stop valve 27. For example, when both the first stop valve 26 and the second stop valve 27 are disconnected, the flow direction of the first coolant may be the first flow direction loop.

[0056] Continuing to refer to this figure, in some possible implementations, the first coolant loop 20 may further include a first one-way valve 281. The output end of the evaporator core 50 is connected to the input end L31 of the third flow path using the first one-way valve 281. The first one-way valve 281 is configured to allow the first coolant to flow from the output end of the evaporator core 50 to the input end L31 of the third flow path. This can ensure that the first coolant always flows from the evaporator core 50 to the third flow path when the thermal management system 10 operates in a heat pump mode. Furthermore, when the evaporator core 50 functions as an evaporator and the output end of the evaporator core 50 is connected to the input end of the compressor 21, the first one-way valve 281 can serve to disconnect the flow of the first coolant from the evaporator core 50 to the third flow path. That is, the first one-way valve 281 has a disconnecting function. The principle of the disconnection function is that the pressure of the first coolant flowing out of the evaporator core 50 is small and insufficient to pass through the resistance caused by the mechanical structure inside the first one-way valve 281. Therefore, the first coolant cannot flow into the third flow path.

[0057] 3 , in some possible implementations, the first coolant loop 20 may further include a liquid storage tank 29, with an input end of the liquid storage tank 29 connected to the output end L22 of the second flow path and an output end of the liquid storage tank 29 connected to both the input end L31 of the third flow path and the input end of the evaporator core 50. In this manner, the liquid storage tank 29 may adjust the total amount of the first coolant in the first coolant loop 20 based on the cooling or heating effect. For example, when the total amount of the first coolant decreases, the liquid storage tank 29 may automatically store more first coolant to ensure a normal supply of the first coolant.

[0058] Continuing with reference to FIG. 4 , in some possible embodiments, the second coolant loop 30 may further include an electric heater 32 and a heater water pump 33. The input end of the electric heater 32 is connected to the output end of the heater water pump 33, and the output end of the electric heater 32 is connected to the input end of the heater core 43. The input end of the heater water pump 33 is connected to the fourth interface a4 of the valve manifold 31. The heater water pump 33 transports the second coolant to the heater core 43, allowing the second coolant to exchange heat with the air surrounding the heater core 43, thereby providing a second heating of the air entering the passenger compartment. If the temperature of the second coolant is not high, the electric heater 32 may be used to increase the temperature of the second coolant, thereby increasing the amount of heat exchange between the second coolant and the heat-exchanged air and raising the temperature of the air entering the passenger compartment. This further improves the heating effect of the thermal management system 10.

[0059] In the process of heating the passenger compartment, if the temperature of the hot air heated by the heater core 43 is appropriate, the electric heater 32 can be turned off and there is no need to operate the electric heater 32. Indeed, in some cases, the electric heater 32 can alternatively be removed.

[0060] In this embodiment of the present application, the electric heater 32 is a PTC (Correct Specifically, the electric heater 32 may be a water-cooled positive temperature coefficient heater (WPTC) or an air-cooled positive temperature coefficient heater (APTC), although this is not limited thereto in the present specification.

[0061] It will be appreciated that the second coolant flow loop, which includes the heater core 43, the valve manifold 31, and the first flow path, may also be referred to as heater loop S1 (the second loop described above). As the name suggests, heater loop S1 may be configured to heat the passenger compartment. Additionally, the electric heater 32 and the heater water pump 33 are also included in heater loop S1.

[0062] 3 or 4 , in some possible embodiments, the valve manifold 31 has at least six interfaces, and the second cooling loop 30 may further include an electric drive pipeline 34, an electric drive water pump 35, and an electric driver 36. An input end of the electric drive pipeline 34 is connected to a fifth interface a5 of the valve manifold 31, and an output end of the electric drive pipeline 34 is connected to a sixth interface a6 of the valve manifold 31. The electric drive water pump 35 and the electric driver 36 are individually connected in series on the electric drive pipeline 34. In this way, the thermal management system 10, in addition to heating or cooling the passenger compartment, further cools the electric driver 36 to ensure that the electric driver 36 operates at an appropriate temperature.

[0063] 4, the output end of the electric driver 36 may be connected to the input end of the electric-drive water pump 35 via a portion of the electric-drive pipeline 34, or the input end of the electric driver 36 may be connected to the output end of the electric-drive water pump 35 via a portion of the electric-drive pipeline 34. This is not limited in the present specification.

[0064] In this embodiment of the present application, the power driver 36 includes a power distribution unit (P DU), Microcontroller Unit (M CU), a mapped diagnostic context (M DC), motors, etc.

[0065] The second cooling liquid can flow into the electrically driven pipeline 34 from the fifth interface a5 of the valve manifold 31, then pass through the electrically driven water pump 35 and the electric driver 36, and finally return to the valve manifold 31 from the sixth interface a6 of the valve manifold 31. The second cooling liquid flowing into the electrically driven pipeline 34 is the second cooling liquid flowing into the valve manifold 31 through the fourth flow path.

[0066] Electrically driven pipeline 344, the second interface a2 of the valve manifold 31 may be connected to the fifth interface a5 of the valve manifold 31 via an internal passage of the valve manifold 31, and the sixth interface a6 of the valve manifold 31 may be connected to the first interface a1 of the valve manifold 31 via an internal passage of the valve manifold 31.

[0067] Indeed, the loop through which the second cooling fluid flows, the loop having the electric drive pipeline 34, the electric drive water pump 35, and the electric drive 36, may be referred to as the electric drive loop S2. The second cooling fluid in the electric drive loop S2 can cool the electric drive 36 to enable the electric drive 36 to be in an appropriate temperature range.

[0068] 3 or 4, in some cases, the output end of the electrically driven pipeline 34 can alternatively be connected to the input end of the heater core 43, thereby allowing the second coolant in the heater core 43 to flow out of the valve manifold 31 and then into the electrically driven pipeline 34. In this way, the number of loops through which the second coolant flows can be increased, thereby increasing the number of modes in which the thermal management system 10 can operate.

[0069] One of the functions of connecting the output end of the electric drive pipeline 34 to the output end of the heater core 43 is that when the passenger compartment is heated, the output end of the electric drive pipeline 34 can be further connected to the input end of the heater core 43, and the second coolant will expand in the heater loop S1, and some of the second coolant in the heater loop S1 will enter the electric drive loop S2 and finally enter the tank 38, thereby avoiding damage to the pipeline of the heater loop S1.

[0070] It will be understood that the further connection of the output end of the electrically driven pipeline 34 to the input end of the heater core 43 is not achieved by using the valve manifold 31. For example, in FIG. 3 or 4, the output end of the electrically driven pipeline 34 may be connected to the input end of the heater core 43 using a pipeline. In other words, the fourth interface a4 of the valve manifold 31 is connected to the sixth interface a6 of the valve manifold 31 using a pipeline.

[0071] 3 or 4, in some possible embodiments, the second coolant loop 30 may further include a radiator 37. The input end of the electric drive pipeline 34 is connected to the fifth interface a5 of the valve manifold 31 using the radiator 37. In this manner, the second coolant may use the radiator 37 to exchange heat with the air surrounding the radiator 37, thereby controlling the temperature of the second coolant.

[0072] The second coolant exchanges heat with the air in the environment where the front-end cooling module is located using the radiator 37, thereby raising or lowering the temperature of the second coolant. For example, when the temperature of the second coolant in winter is lower than the ambient temperature (the temperature of the environment where the front-end cooling module is located), the second coolant can be heated based on the ambient temperature. For example, when the temperature of the second coolant in summer is higher than the ambient temperature, the second coolant can be cooled based on the ambient temperature.

[0073] It will be appreciated that a radiator 37 may also be included in the aforementioned electric drive loop S2.

[0074] In addition to controlling the temperature of the second coolant, the radiator 37 may also provide natural cooling for the electric screwdriver 36. For example, in some embodiments, the fifth interface a5 and the sixth interface a6 of the valve manifold 31 are connected via a path within the valve manifold 31, and heat generated by the electric screwdriver 36 during operation is removed by the second coolant, then enters the radiator 37, and is dissipated by the radiator 37 into the environment surrounding the front-end cooling module, thereby providing natural cooling for the electric screwdriver 36.

[0075] When the radiator 37 is present in the electric drive loop S2, the fifth interface a5 of the valve manifold 31 is connected to the electric drive pipeline 34 using the radiator 37. Still referring to FIG. 3 or 4 , in some possible embodiments, the valve manifold 31 may further include a ninth interface a9, which is connected to the electric drive pipeline 34, with the junction between the ninth interface a9 of the valve manifold 31 and the electric drive pipeline 34 being close to the output end 37 of the radiator. In this manner, the range of operating conditions that can be implemented by the thermal management system 10 is expanded, and whether the radiator 37 is used may be determined based on usage requirements. For example, the second interface a2 may be further connected to the ninth interface a9 in addition to being connected to the fifth interface a5, thereby allowing the second coolant in the fourth flow path to be used to dissipate heat from the electric drive 36.

[0076] Further referring to Figures 3 or 4, a cooling fan 80 may be further disposed within the front-end cooling module, and the cooling fan 80 may perform heat exchange between the radiator 37 and the air within the environment in which the front-end cooling module is disposed.

[0077] 3 or 4, in some possible embodiments, the second coolant loop 30 further includes a tank 38, which is connected to the electrically driven pipeline 34. The tank 38 is a container with an opening at the top, and thus the tank 38 can be used to filter gas so that only the second coolant in a liquid state can circulate within the second coolant loop 30, thereby improving the cooling or heating effect.

[0078] The tank 38 may be connected before the second coolant flows into the input end of the electrically driven water pump 35. For example, referring to Fig. 3, the output end of the electric driver 36 is connected to the input end of the electrically driven water pump 35 via a portion of the electrically driven pipeline 34, and the tank 38 is connected to the electrically driven pipeline 34 between the electrically driven water pump 35 and the electric driver 36 (e.g., the solid line between the tank 38 and the radiator 37 in Fig. 3). Also, if the radiator 37 is present, the tank 38 may alternatively be connected to the radiator 37 (e.g., the dashed line between the tank 38 and the radiator 37 in Fig. 3).

[0079] It will be appreciated that the tank 38 may also be included in the electrical drive loop S2.

[0080] 3 and 4 , in some possible embodiments, the second cooling loop 30 may further include a battery pipeline 39, a battery water pump 40, and a battery pack 41, and the valve manifold 31 has at least eight interfaces. The input and output ends of the battery pipeline 39 are connected to a seventh interface a7 and an eighth interface a8 of the valve manifold 31, respectively. The battery water pump 40 and the battery pack 41 are separately connected in series on the battery pipeline 39. In this way, the thermal management system 10, in addition to heating or cooling the passenger compartment and the electric driver 36, can further heat or cool the battery pack 41 to increase or decrease the temperature of the battery pack 41.

[0081] The output end of the battery water pump 40 may be connected to the input end of the battery pack 41 via a portion of the battery pipeline 39, or the input end of the battery water pump 40 may be connected to the output end of the battery pack 41 via a portion of the battery pipeline 39. This is not limited in the present specification.

[0082] The function of the battery water pump 40 is to allow the second coolant in the valve manifold 31 to circulate through the battery pipeline 39, thereby allowing the second coolant to heat or cool the battery pack 41. The second coolant circulating through the battery pipeline 39 may be the second coolant in the first flow path or the fourth flow path. This may be specifically determined based on the heating or cooling requirements of the battery pack 41. For example, if the battery pack 41 needs to be heated, the second coolant may be the second coolant in the first flow path.

[0083] Indeed, the loop formed by the battery pipeline 39, the battery water pump 40, and the battery pack 41 through which the second coolant flows may also be called the battery loop S3.

[0084] 3 or 4, in some possible embodiments, the second coolant loop 30 may further include a three-way valve 42, with an input end connected to the output end of the heater core 43, a first output end connected to the input end L11 of the first flow path, and a second output end connected to the input end of the battery water pump 40. In this way, the second coolant in the heater core 43, in addition to returning to the valve manifold 31 through the first flow path, can further flow to the battery water pump 40 by using the three-way valve 42, thereby improving the operating state of the thermal management system 10.

[0085] 3 or 4, in some possible embodiments, the input end of the battery pipeline 39 may be further connected to the input end L11 of the first flow path, and a second one-way valve 282 may be disposed between the battery pipeline 39 and the input end L11 of the first flow path. The second one-way valve 282 may be configured to allow the second coolant to flow from the seventh interface a7 of the valve manifold 31 to the input end L11 of the first flow path. In this manner, the second coolant in the heater loop S1 and the second coolant in the battery loop S3 may be mixed, and the passenger compartment and the battery pack 41 may be heated simultaneously to meet usage requirements.

[0086] In some possible implementations, the input end of the battery pipeline 39 may be connected to the input end L11 of the first flow path and also to the output end L12 of the first flow path. FIG. 11 illustrates the structure of yet another thermal management system according to an embodiment of the present disclosure. Referring to FIG. 11 , the input end of the battery pipeline 39 is connected to the output end L12 of the first flow path, and a second one-way valve 282 is disposed between the battery pipeline 39 and the output end L12 of the first flow path. The second one-way valve 282 is configured to allow the second coolant to flow from the seventh interface a7 of the valve manifold 31 to the output end L12 of the first flow path, thereby allowing the second coolant in the heater loop S1 to mix with the second coolant in the battery loop S3 and simultaneously heat the passenger compartment and the battery pack 41.

[0087] In conclusion, when the second coolant loop 30 includes the battery loop S3, the electric power loop S2, and the heater loop S1, in some possible embodiments, the valve manifold 31 can be a 9-way valve, and the regulating structure of the valve manifold 31 is implemented using the 9-way valve, which can reduce the difficulty of pipeline design, reduce the volume occupied by the valve manifold 31, and help improve the integration of the thermal management system 10.

[0088] The electric drive loop S2, the battery loop S3, the heater loop S1, and the first coolant loop 20 can be arranged in a series-parallel connection manner using a nine-way valve, and the second coolant can meet requirements such as heating or cooling the battery pack 41, cooling the electric driver 36, and heating the passenger compartment.

[0089] In some possible implementations, the thermal management system 10 may further include an integrated unit 90. The integrated unit 90 means that some components, parts, and pipelines of the thermal management system 10 are integrated into one module, which helps to implement a modular configuration and reduce the system size and system pressure drop of the thermal management system 10.

[0090] 12 is a diagram illustrating the structure of an integrated unit according to one embodiment of the present application. Referring to FIG. 12, in some embodiments, the integrated unit 90a may include a first heat exchanger 22, a second heat exchanger 23, a liquid storage tank 29, a first stop valve 26, a second throttle valve 25, a first one-way valve 281, a heater water pump 33, a battery water pump 40, a valve manifold 31, and a pipeline.

[0091] 13 is a diagram illustrating the structure of another integrated unit according to an embodiment of the present application. Referring to FIG. 13, in some other embodiments, the integrated unit 90B may include a first heat exchanger 22, a second heat exchanger 23, a liquid storage tank 29, a first stop valve 26, a second stop valve 27, a second throttle valve 25, a first one-way valve 281, a heater water pump 33, a battery water pump 40, an electrically driven water pump 35, a valve manifold 31, and a pipeline.

[0092] 14 is a diagram illustrating the structure of yet another integrated unit according to an embodiment of the present application. Referring to FIG. 14, in still other embodiments, the integrated unit 90C may include a first heat exchanger 22, a second heat exchanger 23, a liquid storage tank 29, a first stop valve 26, a second stop valve 27, a first throttle valve 24, a second throttle valve 25, a first one-way valve 281, a heater water pump 33, a battery water pump 40, an electrically driven water pump 35, a valve manifold 31, and a pipeline.

[0093] 15 is a diagram illustrating the structure of yet another integrated unit according to an embodiment of the present application. Referring to FIG. 15, in still other embodiments, the integrated unit 90D may include a first heat exchanger 22, a second heat exchanger 23, a liquid storage tank 29, a second throttle valve 25, a battery water pump 40, an electrically driven water pump 35, a valve manifold 31, and a pipeline.

[0094] Certainly, the components, parts, and pipelines integrated by the integrated unit 90 are not limited to the above combinations. Therefore, the integrated unit 90 may include the valve manifold 31, the first heat exchanger 22, the second heat exchanger 23, the liquid storage tank 29, the first stop valve 26, the second throttle valve 25, the first one-way valve 281, the heater water pump 33, the battery water pump 40, Electrically driven water pump 35 , and pipelines.

[0095] The structure of the thermal management system 10 provided in the embodiment of the present application will be further described below with examples of several operating conditions.

[0096] 16 is a diagram of a thermal management system 10 in an operating condition for heating the passenger compartment and heating the battery pack, according to one embodiment of the present disclosure. Referring to FIG. 16, in this operating condition, the thermal management system 10 operates in heat pump mode. In the first coolant loop 20, the output end L22 of the second flow path is disconnected from the input end L31 of the third flow path, the output end of the evaporator core 50 is disconnected from the input end of the compressor 21, the input end L31 of the third flow path is connected to the output end of the evaporator core 50, and the output and input ends of the compressor 21 are connected to the input end L21 of the second flow path and the output end of the evaporator core 50, respectively. In the second coolant loop 30, the output end L12 of the first flow path is connected to the input end of the heater core 43 using the valve manifold 31.

[0097] In this operating state, the first coolant exchanges heat in the evaporator core 50 to perform a first heating of the air entering the passenger compartment. A portion of the second coolant obtained after heat exchange in the first heat exchanger 22 enters the heater core 43 using the valve manifold 31 and exchanges heat with the air after the first heat exchange to perform a second heating of the air entering the passenger compartment, thereby raising the temperature of the air entering the passenger compartment and heating the passenger compartment. Another portion of the second coolant obtained after heat exchange in the first heat exchanger 22 enters the battery loop S3 using the valve manifold 31 to heat the battery pack 41.

[0098] Furthermore, in this operating state, the second coolant in the fourth flow path may alternatively be used to dissipate heat from the electric screwdriver 36. Indeed, in some embodiments, the electric screwdriver 36 may alternatively be cooled naturally using the radiator 37, the details of which will not be described again here.

[0099] 17 is a diagram of a thermal management system in an operating state for heating a passenger compartment and cooling a battery pack according to one embodiment of the present application. Referring to FIG. 17, in this operating state, in the first coolant loop 20, the output end L22 of the second flow path is disconnected from the input end L31 of the third flow path, the output end of the evaporator core 50 is disconnected from the input end of the compressor 21, the input end L31 of the third flow path is connected to the output end of the evaporator core 50, and the output and input ends of the compressor 21 are connected to the input end L21 of the second flow path and the output end of the evaporator core 50, respectively. In the second coolant loop 30, the heater loop S1 is not connected to the battery loop S3, and the fourth flow path is connected to the battery pipeline 39 using the valve manifold 31.

[0100] In this operating state, the first coolant exchanges heat with the evaporator core 50 to perform a first heating of the air entering the passenger compartment, and the second coolant in the heater core 43 exchanges heat with the air after the first heat exchange to perform a second heating of the air entering the passenger compartment, thereby raising the temperature of the air entering the passenger compartment and heating the passenger compartment. The second coolant in the fourth flow path flows into the battery loop S3 using the valve manifold 31 to cool the battery pack 41.

[0101] When heating the passenger compartment and cooling the battery pack 41, the second coolant in the fourth flow path may also be used to cool the electric screwdriver 36, or the heat generated by the electric screwdriver 36 may be dissipated into the environment using the radiator 37, allowing the electric screwdriver 36 to cool naturally.

[0102] 18 is a diagram of a thermal management system in an operating state for cooling a passenger compartment and cooling a battery pack according to one embodiment of the present application. Referring to FIG. 18, in this operating state, in the first coolant loop 20, the output end L22 of the second flow path is connected to the input end L31 of the third flow path, the output end of the evaporator core 50 is connected to the input end of the compressor 21, the input end L31 of the third flow path is disconnected from the output end of the evaporator core 50, and the output end and input end of the compressor 21 are connected to the input end L21 of the second flow path and the output end of the evaporator core 50, respectively.

[0103] In this operating state, the first coolant exchanges heat in the first heat exchanger 22, lowering its temperature. Then, a portion of the first coolant enters the evaporator core 50 and absorbs heat carried by the air entering the passenger compartment to cool the passenger compartment. A portion of the first coolant enters the third flow path and exchanges heat with the second coolant in the fourth flow path to lower the temperature of the second coolant, thereby obtaining a low-temperature second coolant. The low-temperature second coolant enters the battery pipeline 39 using the valve manifold 31 to dissipate heat from the battery pack 41.

[0104] FIG. 19 is a diagram of a thermal management system according to one embodiment of the present disclosure in an operating state for naturally cooling a battery pack. In this operating state, the input end L31 of the third flow path is disconnected from the output end L22 of the second flow path, the output end L22 of the second flow path is connected to the input end of the evaporator core 50, and the output end of the evaporator core 50 is disconnected from the input end of the compressor 21 and connected to the input end L31 of the third flow path to heat the passenger compartment. Therefore, this is not shown in the figure. FIG. 19 also illustrates the connection relationships of some interfaces of the valve manifold 31, whereby the fourth flow path, the battery loop S3, and the electric drive loop S2 with the radiator 37 are connected in series using the valve manifold 31 to form a natural cooling loop. The natural cooling loop is driven by at least one of the battery water pump 40 and the electric drive water pump 35. The heat generated by the battery pack 41 and the electric screwdriver 36 increases the temperature of the second coolant, and the temperature of the second coolant decreases after passing through the radiator 37. In other words, the radiator 37 is used to dissipate heat from the electric screwdriver 36 and the battery pack 41.

[0105] To summarize the multiple operating condition modes described above, the combination of loops in the second coolant loop 30 for the second coolant flow direction depends formally on the connection relationship between the interfaces of the valve manifold 31. That is, the valve manifold 31 has multiple connection modes corresponding to multiple operating conditions. The configuration may also be based on the heating or cooling requirements of the battery pack 41. For example, the battery loop S3 may form a loop by itself to perform temperature equalization for the battery pack 41. Alternatively, the heater loop S1 may be connected in series with the battery loop S3 or the fourth flow path, and the second coolant loop 30 may not be involved in heat exchange, thereby performing temperature equalization for the battery pack 41.

[0106] In the above content, the flow direction of the first cooling liquid and the flow direction of the second cooling liquid can be combined to form multiple operating conditions, and the number of operating conditions is so large that it is not possible to comprehensively list all of the operating conditions. The operating conditions described in the above figures are merely examples of typical operating conditions. In addition to these examples, functions covered by other combinations are also included in the scope of protection of the embodiments of the present application.

[0107] Note that in the embodiment of the present application, the positional relationship between the components of the thermal management system 10 is merely an example and does not limit the actual positions. As shown in FIG. 3 , the flow direction of the first coolant passing through the first heat exchanger 22 is a forward flow direction from right to left. One purpose of such an arrangement is to facilitate drawing and is not intended to be limiting. Therefore, the flow direction of the first coolant may be changed based on the accompanying drawings of the present application. For example, the input end L11 of the first flow path is close to the output end of the compressor 21 (forward flow direction), but the input end L11 of the first flow path may alternatively be positioned away from the output end of the compressor 21 (the flow direction of the first coolant passing through the first heat exchanger 22 is reverse flow direction).

[0108] The above description is merely a specific embodiment of the present invention and does not limit the scope of protection of the present invention. Any modifications or replacements that can be easily thought up by those skilled in the art within the technical scope disclosed in the present invention are included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be governed by the scope of protection of the claims.

Claims

1. 1. A thermal management system, comprising: a first coolant loop and a second coolant loop; the first coolant loop includes a compressor, a first heat exchanger, and a second heat exchanger; the first heat exchanger includes a first flow path and a second flow path that are separated from each other, and the second heat exchanger includes a third flow path and a fourth flow path that are separated from each other; an input end of the compressor is connected to the output end of the third flow path and to an output end of an evaporator core disposed in a vehicle, and an output end of the compressor is connected to the input end of the second flow path; an input end of the first flow path configured to be connected to an output end of a heater core of the vehicle; an output end of the second flow path is connected to an input end of the third flow path, and the output end of the second flow path is further configured to be connected to an input end of the evaporator core; the input end of the third flow path is further configured to be connected to the output end of the evaporator core; the second coolant loop includes a valve manifold having at least four interfaces; a first interface and a second interface of the valve manifold are respectively connected to the input end and the output end of the fourth flow path, a third interface of the valve manifold is connected to the output end of the first flow path, and a fourth interface of the valve manifold is configured to be connected to the input end of the heater core; The thermal management system is configured in at least a heat pump mode, and when the thermal management system operates in the heat pump mode, a first coolant in the first flow path flows into the evaporator core and exchanges heat with air surrounding the evaporator core, the first coolant that has exchanged heat returns to the compressor through the third flow path, and the air that has exchanged heat with the first coolant in the evaporator core further exchanges heat with a second coolant in the heater core. Thermal management system.

2. the first coolant loop further includes a first throttle valve and a second throttle valve; the output end of the second flow path is connected to the input end of the evaporator core using the first throttle valve; The thermal management system of claim 1 , wherein the input end of the third flow path is connected to both the output end of the second flow path and an output end of the evaporator core using the second throttle valve.

3. the first coolant loop further includes a first stop valve and a second stop valve; the output end of the second flow path is connected to the input end of the third flow path using the first stop valve; The thermal management system of claim 1 or 2, wherein the input of the compressor is connected to the output of the evaporator core using the second stop valve.

4. 4. The thermal management system of claim 1, wherein the first coolant loop further includes a first one-way valve, the output end of the evaporator core is connected to the input end of the third flow path using the first one-way valve, and the first one-way valve is configured to allow the first coolant to flow from the output end of the evaporator core to the input end of the third flow path.

5. 5. The thermal management system of claim 1, wherein the first coolant loop further includes a liquid storage tank, the input end of the liquid storage tank being connected to the output end of the second flow path, and the output end of the liquid storage tank being connected to both the input end of the third flow path and the input end of the evaporator core.

6. 6. The thermal management system of claim 1, wherein the second coolant loop further includes an electric heater and a heater water pump, an input of the electric heater connected to an output of the heater water pump, an output of the electric heater connected to the input of the heater core, and an input of the heater water pump connected to the fourth interface of the valve manifold.

7. the valve manifold has at least six interfaces, and the second coolant loop further includes an electrically driven pipeline, an electrically driven water pump, and an electric driver; 7. The thermal management system of claim 1, wherein an input end of the electrically driven pipeline is connected to a fifth interface of the valve manifold, an output end of the electrically driven pipeline is connected to a sixth interface of the valve manifold, and the electrically driven water pump and the electric driver are individually connected in series on the electrically driven pipeline.

8. 8. The thermal management system of claim 7, wherein the second coolant loop further includes a radiator, and the input end of the electrically driven pipeline is connected to the fifth interface of the valve manifold using the radiator.

9. The thermal management system of claim 7 or 8, wherein the second coolant loop further comprises a tank, the tank being connected to the electrically driven pipeline.

10. the second coolant loop further includes a battery pipeline, a battery water pump, and a battery pack, and the valve manifold has at least eight interfaces; the input end and the output end of the battery pipeline are respectively connected to the seventh interface and the eighth interface of the valve manifold; The thermal management system of claim 1 , wherein the battery water pump and the battery pack are individually connected in series on the battery pipeline.

11. 11. The thermal management system of claim 10, wherein the seventh interface of the valve manifold is further connected to the input end of the first flow path using a second one-way valve, the second one-way valve configured to allow the second cooling fluid to flow from the seventh interface of the valve manifold to the input end of the first flow path.

12. 12. The thermal management system of claim 10 or 11, wherein the second coolant loop further includes a three-way valve, an input of the three-way valve connected to the output of the heater core, a first output of the three-way valve connected to the input of the first flow path, and a second output of the three-way valve connected to the input of the battery water pump.

13. The thermal management system of claim 1 , wherein the valve manifold is a nine-way valve.

14. The thermal management system of claim 1 , further comprising an integrated unit, wherein one or more of the valve manifold, the first heat exchanger, and the second heat exchanger are integrated into the integrated unit.

15. 15. A vehicle including a thermal management system according to any one of claims 1 to 14 and a vehicle body, the thermal management system being attached to the vehicle body; the vehicle body includes a passenger compartment, an air conditioning box, a heater core, and an evaporator core, an air outlet of the air conditioning box communicating with the passenger compartment, the heater core disposed within the air conditioning box and adjacent to the air outlet of the air conditioning box, and the evaporator core disposed within the air conditioning box and adjacent to the air inlet of the air conditioning box; When the thermal management system operates in a heat pump mode, an output end of a second flow path of the thermal management system is connected to an input end of the evaporator core, an output end of the evaporator core is connected to an input end of a third flow path of the thermal management system, an output end of the third flow path is connected to an input end of a compressor of the thermal management system, and an output end of the compressor is connected to the input end of the second flow path. vehicle.

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