Thermal Management Systems and Electric Vehicles

Abstract

A thermal management system is provided that includes a thermal system loop, a battery heat exchange loop, an electric drive heat dissipation loop, and a heater. The heater can be disposed in any one of the thermal system loop, the battery heat exchange loop, and the electric drive heat dissipation loop. The heater is configured to heat a first cooling medium flowing through a compressor in the thermal system loop to increase the temperature and pressure of the first cooling medium entering the compressor. An electric vehicle is provided that includes a controller and the thermal management system. In this way, the compressor can be turned on normally even in a low-temperature environment, so that the thermal management system can heat the passenger compartment of the electric vehicle.

Description

[Technical Field]

[0001] [Technical field] TECHNICAL FIELD This application relates to the field of thermal management technology, and more particularly to thermal management systems and electric vehicles. [Background technology]

[0002] In recent years, electric vehicles have become increasingly popular in the field of power electronics. Electric vehicles store electrical energy for endurance and travel, and users can directly charge the vehicle at home. Compared with traditional vehicles, electric vehicles are more environmentally friendly and users do not need to go to a gas station to refuel, which improves the convenience of users' lives.

[0003] As an important part of electric vehicles, air conditioning systems are used to regulate the temperature and humidity inside the vehicle cabin, providing a comfortable riding environment for passengers. However, in environments below -18 degrees Celsius, the temperature and pressure of the cooling medium at the compressor inlet are too low for the compressor to operate normally, and as a result, the air conditioning system cannot provide heating. In light of this, further consideration is needed at this stage to address thermal management in electric vehicles. Summary of the Invention

[0004] The present application provides a thermal management system and an electric vehicle for realizing a heating function in a low temperature environment.

[0005] According to a first aspect, the present application provides a thermal management system. The thermal management system includes a first valve body, a water pipeline, a cooler, a compressor, and a heating unit. Specifically, the inlet and outlet of the water pipeline are separately connected to the first valve body. The cooler has a first passage and a second passage isolated from each other. The inlet of the first passage of the cooler is connected to the outlet of the compressor, and the outlet of the first passage of the cooler is connected to the inlet of the compressor to form a first liquid cooling loop. The inlet and outlet of the second passage of the cooler are separately connected to the first valve body. The first valve body can be configured to switch between different connection states. The different connection states can include connecting the second passage of the cooler to the water pipeline to form a first water loop, thereby exchanging heat between the first water loop and the first liquid cooling loop. The heating unit can be disposed within the first liquid cooling loop, at the inlet of the second passage of the cooler, or on the water pipeline. In the thermal management system, the heating unit may directly heat the first liquid cooling loop in which the compressor is located, or may indirectly heat the compressor by heating the second path of the cooler or the water pipeline, thereby increasing the temperature and pressure in the compressor, allowing the compressor to be turned on normally even in low-temperature environments, and the thermal management system can heat the passenger compartment of the electric vehicle.

[0006] Specifically, the first valve body may include a first port, a second port, a fifth port, and a sixth port. The thermal management system may further include an interior air conditioning box, a first condenser, and a first pump. An inlet of the second passage of the cooler is connected to the fifth port of the first valve body, and an outlet of the second passage of the cooler is connected to the sixth port of the first valve body. The first condenser has a first passage and a second passage that are isolated from each other. The first passage of the first condenser is located between the compressor and the first passage of the cooler, and the inlet of the first passage of the first condenser is connected to the outlet of the compressor, and the outlet of the first passage of the first condenser is connected to the inlet of the first passage of the cooler. The interior air conditioning box has a first passage and a second passage that are isolated from each other. The inlet of the first passage of the interior air conditioning box is connected to the outlet of the compressor, and the outlet of the first passage of the interior air conditioning box is connected to the inlet of the compressor, forming a second liquid cooling loop. The water pipeline includes a first pipeline that sequentially passes through a first pump, a second passage in the air conditioning box in the vehicle cabin, and a second passage in the first condenser, and the inlet of the first pump is connected to the second port of the first valve body, and the outlet of the second passage in the first condenser is connected to the first port of the first valve body.

[0007] In the above embodiment, connecting the second path of the cooler to the water pipeline may specifically include connecting the second path of the cooler to the first pipeline. In addition, the different connection state may further include connecting the first pipeline, whereby the first pipeline forms a second water loop by using the first valve body to implement self-circulation. In this way, the second water loop can exchange heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin.

[0008] In addition, the first valve body may further include a third port and a fourth port. The thermal management system may further include a second pump and a battery. In addition to the first pipeline, the water pipeline may further include a second pipeline. The second pipeline may sequentially pass through the second pump and the battery, with the inlet of the second pump connected to the third port of the first valve body, the outlet of the second pump connected to the inlet of the battery, and the outlet of the battery connected to the fourth port of the first valve body.

[0009] In the above embodiment, the water pipeline may further include a second three-way valve. The second three-way valve has a first port, a second port, and a third port. The second three-way valve may divide the second pipeline into two branches. Specifically, the first port of the second three-way valve is connected to the outlet of the second pump, the second port of the second three-way valve is connected to the inlet of the battery, and the third port of the second three-way valve is connected to the fourth port of the first valve body.

[0010] In the present application, the first and second pipelines of the water pipeline may be connected via a first valve body or via separate valve bodies. For example, in certain embodiments, the water pipeline may further include a first three-way valve. The first three-way valve has a first port, a second port, and a third port. The first port of the first three-way valve is connected to the inlet of the second passage of the first condenser, the second port of the first three-way valve is connected to the outlet of the first pump, and the third port of the first three-way valve is connected to the inlet of the second pump.

[0011] Additionally, in the above-described embodiment, a third one-way valve may be disposed between the inlet of the second pump and the inlet of the second passage of the first condenser, and the third one-way valve is used to provide one-way communication between the inlet of the second pump and the inlet of the second passage of the first condenser.

[0012] In the above embodiment, when the first valve body is switched to a connection state connecting the second path of the cooler and the water pipeline, the connection state may specifically include connecting the second path of the cooler and the second pipeline. Of course, the first valve body may alternatively be switched to another connection state. For example, the different connection state may further include separately connecting the first pipeline and the second pipeline to form a third water loop. In this connection state, the first pipeline and the second pipeline may circulate separately, and the first pipeline and the second pipeline may be connected via the first three-way valve, so that the third water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin. Alternatively, the first pipeline and the second pipeline may be directly connected via the first valve body. That is, the different connection state may further include connecting the first pipeline and the second pipeline to form a fourth water loop, so that the fourth water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin.

[0013] The first valve body may further include a seventh port, an eighth port, and a ninth port. The thermal management system may further include a third pump and an electric drive. The water pipeline may further include a third pipeline. The third pipeline passes through the electric drive and the third pump, an inlet of the electric drive connected to the seventh port of the first valve body and / or the ninth port of the first valve body, an outlet of the electric drive connected to the inlet of the third pump, and an outlet of the third pump connected to the eighth port of the first valve body.

[0014] In the above embodiment, if a heating unit is installed on the third pipeline, the water pipeline may further include a third three-way valve. The third three-way valve has a first port, a second port, and a third port. The first port of the third three-way valve is connected to the seventh port of the first valve body or the ninth port of the first valve body V1. The second port of the third three-way valve is connected to the inlet of the electric drive unit, and the third port of the third three-way valve is connected to the inlet of the heating unit, the outlet of which is connected to the inlet of the third pump.

[0015] In addition, the water pipeline may further include a thermal management assembly in the front compartment, an inlet of the thermal management assembly in the front compartment may be connected to the seventh port of the first valve body, and an outlet of the thermal management assembly in the front compartment is connected to the inlet of the electric drive device.

[0016] In the above embodiment, when the first valve body is switched to a state connecting the second path of the cooler and the water pipeline, the second path of the cooler may be connected to a third pipeline, so that the third pipeline exchanges heat with the first liquid cooling loop through the second path of the cooler. Alternatively, the connected state may include connecting the second path of the cooler, the second pipeline, and the third pipeline, so that three pipelines are connected and circulation is performed.

[0017] In the fourth embodiment, the evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and the heater core may be disposed in the second passage of the air conditioning box in the vehicle cabin. Alternatively, the evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and the second condenser may be disposed in the second passage of the air conditioning box in the vehicle cabin.

[0018] According to a second aspect, the present application provides an electric vehicle. The electric vehicle includes a controller and the thermal management system of the first aspect. The controller is connected to a first valve body of the thermal management system. The controller is configured to control the first valve body to switch between different connection states, so that the thermal management system operates in one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. With this design, the electric vehicle can freely switch between a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This helps to heat the passenger compartment in low-temperature environments and improves the user's driving experience.

[0019] According to a third aspect, the present application provides a thermal management system. The thermal management system includes a thermal system loop and a heater disposed within the thermal system loop. Specifically, the thermal system loop may include a compressor, a cooler, and an air conditioning box within the vehicle cabin. The cooler has a first path, and the air conditioning box within the vehicle cabin has a first path. An inlet of the first path of the cooler and an inlet of the first path of the air conditioning box within the vehicle cabin are separately connected to an outlet of the compressor. An outlet of the first path of the cooler and an outlet of the first path of the air conditioning box within the vehicle cabin are separately connected to the inlet of the compressor. Additionally, a first cooling medium is provided in the thermal system loop. The first cooling medium circulates between the compressor and the first path of the cooler and between the compressor and the first path of the air conditioning box within the vehicle cabin. The heater is configured to heat the first cooling medium.

[0020] In the thermal management system, a first cooling medium circulates between the compressor and the cooler to form a first loop, and the first cooling medium circulates between the compressor and a first path in the air conditioning box in the vehicle cabin to form a second loop. When the thermal management system performs heating, the heater heats the first cooling medium in the thermal system loop to increase the temperature and pressure of the first cooling medium entering the compressor. In this way, the compressor can be turned on normally even in low-temperature environments, so the thermal management system can heat the passenger compartment of the electric vehicle.

[0021] The thermal system loop may further include a first throttle valve. The first throttle valve is connected between the outlet of the first passage of the cabin air conditioning box and the inlet of the compressor and is used to connect or disconnect the outlet of the first passage of the cabin air conditioning box and the inlet of the compressor. When the first throttle valve is opened, the outlet of the first passage of the cabin air conditioning box and the inlet of the compressor are connected to each other. In other words, the first cooling medium can circulate through the first loop and the second loop simultaneously. When the first throttle valve is closed, the outlet of the first passage of the cabin air conditioning box is not connected to the inlet of the compressor. In other words, the first cooling medium circulates only through the first loop. In this way, the circulation flow path and flow rate of the first cooling medium can be controlled by controlling the first throttle valve.

[0022] When the thermal system loop is specifically arranged, the heater may be an independently arranged heating device, i.e., may be arranged separately within the thermal system loop. Specifically, the heater may be arranged between the cooler and the compressor, with the inlet of the heater connected to the outlet of the first path of the cooler and the outlet of the heater connected to the inlet of the compressor, thereby heating the first cooling medium in the first loop. Alternatively, the heater may be arranged at the inlet of the compressor, with the inlet of the heater connected to the outlet of the first path of the cooler and the outlet of the first path of the air conditioning box in the vehicle cabin, and the outlet of the heater connected to the inlet of the compressor, thereby heating the first cooling medium in the first loop and the second loop.

[0023] Alternatively, in another technical solution, the heater may be disposed within the compressor. Specifically, the heater may include a compressor motor and a motor controller connected thereto. The compressor may include a compressor body and a scroll disposed on the compressor body. The compressor motor is connected to the scroll. The compressor motor is configured to provide power for the compressor. Because the compressor motor generates more heat in the low-efficiency mode than in a normal operating state, in the technical solution, the first cooling medium may be heated by using excess heat generated by the compressor motor in the low-efficiency mode, thereby simplifying the structure of the thermal management system.

[0024] In the technical solution of the present application, the thermal system loop may further include a first condenser, which has a first passage. The inlet of the first passage of the first condenser is connected to the outlet of the compressor, and the outlet of the first passage of the first condenser is connected to the inlet of the first passage of the cooler and the inlet of the first passage of the air conditioning box in the passenger compartment. In this case, the first loop includes the compressor, the first passage of the first condenser, and the first passage of the cooler, and the second loop includes the compressor, the first passage of the first condenser, and the air conditioning box in the passenger compartment. In this technical solution, the first cooling medium flowing out of the outlet of the compressor is a high-temperature, high-pressure liquid and undergoes initial heat exchange through the first condenser. The first cooling medium output from the first condenser is a high-temperature, high-pressure liquid and is divided into two parts. One part flows into the cooler for secondary heat exchange, and the other part flows through a throttle valve into the air conditioning box in the passenger compartment to cool the passenger compartment.

[0025] In one technical solution, the air conditioning box in the vehicle cabin may further have a second passage, and the first and second passages of the air conditioning box in the vehicle cabin may be isolated from each other. Specifically, an evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and a heater core may be disposed in the second passage of the air conditioning box in the vehicle cabin. The first condenser may further have a second passage, and the first and second passages of the first condenser may be isolated from each other. In addition, the thermal management system may further include a first valve body. The first valve body includes a first passage, and the first passage of the first valve body has a first port and a second port. The thermal system loop may further include a first pump. The second port of the first valve body is connected to the inlet of the first pump, the outlet of the first pump is connected to the inlet of the heater core, the outlet of the heater core is connected to the inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser is connected to the first port of the first valve body. The thermal system loop further includes a second cooling medium, and the first pump is configured to drive the second cooling medium to circulate through a third loop formed between the second path of the first condenser and the heater core. In this way, the heat of the second cooling medium exchanged in the first condenser can be blown out through the heater core to heat the air in the vehicle cabin.

[0026] In an optional technical solution, the thermal system loop may further include a first liquid storage tank, the inlet of which is connected to the outlet of the first path of the first condenser, and the outlet of the first liquid storage tank is connected to the inlet of the first path of the cooler and the inlet of the evaporator. The first liquid storage tank may store a certain amount of liquid cooling medium in the thermal system loop to ensure a certain annual leakage of the cooling medium.

[0027] In another optional technical solution, the thermal system loop can also include a gas-liquid separator. The inlet of the gas-liquid separator is connected to the outlet of the first path of the cooler and the outlet of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor. In this design, the gas-liquid separator can be used to implement a liquid storage function, and the gas-liquid separator can be used to retain the liquid in the gas-liquid mixture and allow only gas to flow into the compressor, thereby improving the compression effect of the compressor. Of course, in an optional technical solution, the thermal system loop can also include both the first liquid storage tank and the gas-liquid separator.

[0028] In another technical solution, the interior air conditioning box may also have a second passage, and the first passage of the interior air conditioning box and the second passage of the interior air conditioning box are isolated from each other. Specifically, an evaporator is disposed in the first passage of the interior air conditioning box, and a second condenser is disposed in the second passage of the interior air conditioning box. The inlet of the second condenser is connected to the outlet of the compressor, and the outlet of the second condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator. The first condenser further has a second passage, and the first passage of the first condenser and the second passage of the first condenser are isolated from each other. In addition, the thermal management system further includes a first valve body. The first valve body includes a first passage, and the first passage of the first valve body has a first port and a second port. The thermal system loop further includes a first pump. The second port of the first valve body is connected to the inlet of the first pump, the outlet of the first pump is connected to the inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser is connected to the first port of the first valve body. A second cooling medium is further provided in the thermal system loop, and the first pump is configured to drive the second cooling medium to circulate through the second passage of the first condenser. When the first condenser stops operating, the first cooling medium flowing out from the outlet of the compressor can flow into the second condenser. In the air conditioning box in the vehicle cabin, the low-temperature, low-pressure first cooling medium in the evaporator exchanges heat with the high-temperature, high-pressure first cooling medium in the second condenser, thereby maintaining the air blown out of the air conditioning box in the vehicle cabin at a relatively appropriate temperature.

[0029] In an optional technical solution, the thermal system loop may further include a second liquid storage tank, the inlet of which is connected to the outlet of the first path of the first condenser and the outlet of the second condenser, and the outlet of the second liquid storage tank is connected to the inlet of the first path of the cooler and the inlet of the evaporator. In this way, the first liquid storage tank can store a certain amount of liquid cooling medium in the thermal system loop to accommodate a certain annual leakage amount of cooling medium.

[0030] A first one-way valve may be further disposed between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank, and the first one-way valve is used to provide one-way communication between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank. A second one-way valve may be disposed between the outlet of the second condenser and the inlet of the second liquid storage tank, and the second one-way valve is used to provide one-way communication between the outlet of the second condenser and the inlet of the second liquid storage tank. In this manner, the flow path of the first cooling medium within the thermal system loop can be controlled by controlling the first one-way valve and the second one-way valve.

[0031] In the above technical solutions, the specific location of the heater is not limited. In an optional technical solution, the heater may be disposed between the first pump and the second passage of the first condenser. Specifically, the inlet of the heater is connected to the outlet of the first pump, and the outlet of the heater is connected to the inlet of the second passage of the first condenser. Alternatively, the inlet of the heater is connected to the outlet of the second passage of the first condenser, and the outlet of the heater is connected to the inlet of the first pump. In this way, the heater can directly heat the second cooling medium, and in the first condenser, the second cooling medium exchanges heat with the first cooling medium to heat the first cooling medium.

[0032] In another optional technical solution, the heater may also be disposed between the first condenser and the air conditioning box in the vehicle cabin. Specifically, the inlet of the heater is connected to the outlet of the first passage of the first condenser, and the outlet of the heater is connected to the inlet of the first passage of the air conditioning box in the vehicle cabin. In this way, the heater can directly heat the first cooling medium entering the first passage of the air conditioning box in the vehicle cabin. Alternatively, in another optional technical solution, the heater may be disposed between the first condenser and the compressor. Specifically, the inlet of the heater is connected to the outlet of the first passage of the first condenser, and the outlet of the heater is connected to the inlet of the compressor. In this way, a portion of the first cooling medium flowing out from the outlet of the first passage of the first condenser directly flows into the inlet of the compressor, and the heater can directly heat this portion of the first cooling medium.

[0033] In the technical solution of the present application, the thermal management system may further include a battery heat exchange loop. The battery heat exchange loop may include a battery and a second pump. The first valve body may further include a second path and a third path. The second path of the first valve body has a third port and a sixth port. The third path of the first valve body has a fourth port and a fifth port. Specifically, the third port of the first valve body is connected to the inlet of the second pump, the outlet of the second pump is connected to the inlet of the battery, and the outlet of the battery is connected to the fourth port of the first valve body. The cooler further includes a second path, and the first path of the cooler and the second path of the cooler are isolated from each other. The fifth port of the first valve body is connected to the inlet of the second path of the cooler, and the outlet of the second path of the cooler is connected to the sixth port of the first valve body. The second pump is configured to drive the third cooling medium to circulate between the battery heat exchange loop and the second path of the cooler. In this way, by controlling the port of the first valve body, the battery heat exchange loop and the third loop of the thermal system loop can be connected or disconnected.

[0034] The first valve body may further include a fourth path and a fifth path. The fourth path of the first valve body has a first port and a third port, and the fifth path of the first valve body has a second port and a fourth port. When the fourth path and the fifth path of the first valve body are connected, a battery heat exchange loop is formed. Thermal System Loop The third loop is connected to the first loop.

[0035] The inlet of the second pump is connected to the inlet of the second passage of the first condenser. A first three-way valve is disposed between the inlet of the second passage of the first condenser and the outlet of the first pump. The first three-way valve has a first port, a second port, and a third port. The first port of the first three-way valve is connected to the inlet of the second passage of the first condenser, the second port of the first three-way valve is connected to the outlet of the first pump, and the third port of the first three-way valve is connected to the inlet of the second pump. By controlling the ports of the first three-way valve to be connected or disconnected from each other, the flow rates of the cooling medium flowing from the first pump to the first condenser and the second pump can be controlled.

[0036] In an optional technical solution, a third one-way valve may be arranged between the inlet of the second pump and the inlet of the second passage of the first condenser, and the third one-way valve is used to communicate the inlet of the second pump and the inlet of the second passage of the first condenser in one direction to avoid backflow of the cooling medium.

[0037] According to a fourth aspect, the present application provides an electric vehicle. The electric vehicle includes a controller and the thermal management system of the third aspect. The controller is connected to the thermal management system and is configured to control the thermal management system to operate in a mode in which the vehicle cabin is individually heated. According to this design, the electric vehicle can implement the mode in which the vehicle cabin is individually heated, which helps to heat the vehicle cabin in a low-temperature environment and improves the user's driving experience.

[0038] In an optional technical solution, the thermal management system may further include a first valve body and a battery heat exchange loop. The controller may be connected to the first valve body. The controller may be configured to control the ports of the first valve body to communicate with or not communicate with each other to implement one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. With this design, the electric vehicle can freely switch between one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This allows the electric vehicle to meet different requirements of various users and improves the user's driving experience.

[0039] According to a fifth aspect, the present application provides a thermal management system. The thermal management system may include a thermal system loop, a first valve body, a battery heat exchange loop, and a heater. The heater is disposed within the battery heat exchange loop. The first valve body includes a second path and a third path. The second path of the first valve body has a third port and a sixth port. The third path of the first valve body has a fourth port and a fifth port. In addition, the thermal system loop includes a compressor and a cooler. The cooler has a first path and a second path that are isolated from each other. Specifically, an inlet of the first path of the cooler is connected to an outlet of the compressor, and an outlet of the first path of the cooler is connected to an inlet of the compressor. An inlet of the second path of the cooler is connected to a fifth port of the first valve body, and an outlet of the second path of the cooler is connected to a sixth port of the first valve body. A first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first path of the cooler. Additionally, the battery may include a second pump, a second three-way valve, and a battery. The second three-way valve has a first port, a second port, and a third port. The inlet of the second pump is connected to the third port of the first valve body, the outlet of the second pump is connected to the first port of the second three-way valve, the second port of the second three-way valve is connected to the inlet of the battery, and the third port of the second three-way valve and the outlet of the battery are connected to the fourth port of the first valve body. The second pump is configured to drive a third cooling medium to circulate between the battery heat exchange loop and the second path of the cooler. In the thermal management system, the heater is configured to heat the third cooling medium, thereby exchanging heat with the first cooling medium in the cooler as the third cooling medium circulates through the battery heat exchange loop, thereby heating the first cooling medium. In this way, the temperature and pressure of the first cooling medium entering the compressor can be increased. In this way, the compressor can be normally turned on even in low-temperature environments, and the thermal management system can heat the passenger compartment of the electric vehicle.

[0040] When the heater is specifically positioned, the position of the heater is not limited. In an optional technical solution, the inlet of the heater may be connected to the third port of the second three-way valve, and the outlet of the heater may be connected to the fourth port of the first valve body. In another optional technical solution, the inlet of the heater may alternatively be connected to the third port of the second three-way valve and the outlet of the battery, and the outlet of the heater may be connected to the fourth port of the first valve body. In another optional technical solution, the inlet of the heater may alternatively be connected to the fifth port of the first valve body, and the outlet of the heater may be connected to the inlet of the second path of the cooler.

[0041] In the above technical solution, the first valve body may further include a first passage. The first passage of the first valve body has a first port and a second port. The thermal system loop may further include a first condenser, an air conditioning box in the vehicle cabin, and a first pump. The first condenser has a first passage and a second passage isolated from each other. The air conditioning box in the vehicle cabin includes an evaporator and a heater core. The inlet of the first passage of the first condenser is connected to the outlet of the compressor, the outlet of the first passage of the first condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator, and the outlet of the evaporator is connected to the inlet of the compressor. The second port of the first valve body is connected to the inlet of the first pump, the outlet of the first pump is connected to the inlet of the heater core, the outlet of the heater core is connected to the inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser is connected to the first port of the first valve body. The thermal system loop further includes a second cooling medium, and the first pump is configured to drive the second cooling medium to circulate between the second path of the first condenser and the second path of the air conditioning box in the vehicle cabin. In this way, the heat of the second cooling medium exchanged in the first condenser can be blown out through the heater core to heat the air in the vehicle cabin.

[0042] In an optional technical solution, the thermal system loop may further include a first liquid storage tank, the inlet of which is connected to the outlet of the first path of the first condenser, and the outlet of the first liquid storage tank is connected to the inlet of the first path of the cooler and the inlet of the evaporator. The first liquid storage tank may store a specific amount of liquid cooling medium in the thermal system loop to accommodate a specific annual leakage amount of the cooling medium.

[0043] In another optional technical solution, the thermal system loop can also include a gas-liquid separator. The inlet of the gas-liquid separator is connected to the outlet of the first path of the cooler and the outlet of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor. In this design, the gas-liquid separator can be used to implement a liquid storage function, and the gas-liquid separator can be used to retain the liquid in the gas-liquid mixture and allow only gas to flow into the compressor, thereby improving the compression effect of the compressor. Of course, in an optional technical solution, the thermal system loop can also include both the first liquid storage tank and the gas-liquid separator.

[0044] In the technical solution of the present application, the first valve body may also include a first passage. The first passage of the first valve body has a first port and a second port. The thermal system loop further includes a first condenser, an air conditioning box in the vehicle cabin, and a first pump. The first condenser has a first passage and a second passage isolated from each other, and the air conditioning box in the vehicle cabin includes an evaporator and a second condenser. The outlet of the compressor is connected to the inlet of the first passage of the first condenser and the inlet of the second condenser, the outlet of the first passage of the first condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator, the outlet of the second condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator, and the outlet of the evaporator is connected to the inlet of the compressor. The second port of the first valve body is connected to the inlet of the first pump, the outlet of the first pump is connected to the inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser is connected to the first port of the first valve body. The thermal system loop further includes a second cooling medium, and the first pump is configured to drive the second cooling medium to circulate through the second path of the first condenser. When the first condenser stops operating, the first cooling medium flowing out from the outlet of the compressor can flow into the second condenser. In the air conditioning box in the vehicle cabin, the low-temperature, low-pressure first cooling medium in the evaporator exchanges heat with the high-temperature, high-pressure first cooling medium in the second condenser, thereby maintaining the air blown out from the air conditioning box in the vehicle cabin at a relatively appropriate temperature.

[0045] In an optional technical solution, the thermal system loop further includes a second liquid storage tank, the inlet of which is connected to the outlet of the first path of the first condenser and the outlet of the second condenser, and the outlet of the second liquid storage tank is connected to the inlet of the first path of the cooler and the inlet of the evaporator. In this way, the first liquid storage tank can store a certain amount of liquid cooling medium in the thermal system loop to accommodate a certain annual leakage amount of cooling medium.

[0046] A first one-way valve is disposed between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank, and is used to provide one-way communication between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank. A second one-way valve is disposed between the outlet of the second condenser and the inlet of the second liquid storage tank, and is used to provide one-way communication between the outlet of the second condenser and the inlet of the second liquid storage tank. In this manner, the flow path of the first cooling medium in the thermal system loop can be controlled by controlling the first one-way valve and the second one-way valve.

[0047] According to a sixth aspect, the present application provides an electric vehicle. The electric vehicle includes a controller and the thermal management system of the fifth aspect. The controller is connected to a first valve body of the thermal management system. The controller is configured to control ports of the first valve body to communicate with or not communicate with each other, so that the thermal management system operates in one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. With this design, the electric vehicle can freely switch between a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This helps to heat the passenger compartment in low-temperature environments and improves the user's driving experience.

[0048] According to a seventh aspect, the present application provides a thermal management system. The thermal management system includes a thermal system loop, a first valve body, an electrically driven heat dissipation loop, and a heater. The heater is disposed within the electrically driven heat dissipation loop. Specifically, the first valve body includes a tenth passage, a ninth passage, and a twelfth passage. The tenth passage of the first valve body has a fifth port and an eighth port. The ninth passage of the first valve body has a sixth port and a seventh port. The twelfth passage of the first valve body has a sixth port and a ninth port. The thermal system loop may include a compressor and a cooler. The cooler has a first passage and a second passage that are isolated from each other. The inlet of the first passage of the cooler is connected to the outlet of the compressor, and the outlet of the first passage of the cooler is connected to the inlet of the compressor. The inlet of the second passage of the cooler is connected to the fifth port of the first valve body, and the outlet of the second passage of the cooler is connected to the sixth port of the first valve body. The thermal system loop is provided with a first cooling medium, which circulates between the compressor and the first path of the cooler. The electrically driven heat dissipation loop includes an electric drive device, a third pump, a water tank, and a third three-way valve. The inlet of the electric drive device is connected to the seventh port of the first valve body and the ninth port of the first valve body, the outlet of the electric drive device is connected to the inlet of the water tank and the third pump, and the outlet of the heater is connected to the inlet of the third pump. The third pump is configured to drive the fourth cooling medium to circulate between the electrically driven heat dissipation loop and the cooler. The third three-way valve has a first port, a second port, and a third port. The second port of the third three-way valve is connected to the inlet of the electric drive device, and the third port of the third three-way valve is connected to the inlet of the heater. The first port of the third three-way valve is connected to the ninth port of the first valve body, or the first port of the third three-way valve is connected to the seventh port of the first valve body. In the thermal management system, the heater is configured to heat the fourth cooling medium, so that the fourth cooling medium exchanges heat with the first cooling medium in the cooler as it circulates between the electric drive heat dissipation loop and the cooler, thereby heating the first cooling medium. In this way, the temperature and pressure of the first cooling medium entering the compressor can be increased. In this way, the compressor can be turned on normally even in a low-temperature environment, so the thermal management system can heat the passenger compartment of the electric vehicle.

[0049] In an optional technical solution, the electrically driven heat dissipation loop may further include a thermal management assembly in the front compartment, where the inlet of the thermal management assembly in the front compartment is connected to the seventh port of the first valve body and the outlet of the thermal management assembly in the front compartment is connected to the inlet of the electric drive device. The second port of the third three-way valve is connected to the inlet of the thermal management assembly in the front compartment, or the second port of the third three-way valve is connected to the outlet of the thermal management assembly in the front compartment and the inlet of the electric drive device.

[0050] According to an eighth aspect, the present application provides an electric vehicle, the electric vehicle including a controller and the thermal management system of the seventh aspect. The controller is connected to the thermal management system, controller is configured to control the ports of the first valve body to communicate with or not communicate with each other, so that the thermal management system operates in a mode in which the vehicle cabin is individually heated. This design allows the electric vehicle to implement a mode in which the vehicle cabin is individually heated, which helps to heat the vehicle cabin in low-temperature environments and improves the user's driving experience. [Brief explanation of the drawings]

[0051] [Figure 1] 1 is a diagram of the structure of a thermal management system according to embodiment 1 of the present application; [Figure 2] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 3] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 4] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 5] FIG. 2 is a diagram of the control of a compressor and a heater according to embodiment 1 of the present application. [Figure 6] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 7] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 8]FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 9] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 10] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 11] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 12] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 13] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 14] FIG. 2 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. [Figure 15] FIG. 7 is a diagram of the thermal management system of FIG. 6 in a cold start phase. [Figure 16] FIG. 16 is a diagram of the thermal management system of FIG. 15 in a stable phase. [Figure 17] FIG. 16 is a diagram of the thermal management system of FIG. 15 in another stable phase. [Figure 18] FIG. 10 is a diagram of another thermal management system in a stable phase, according to an embodiment of the present application. [Figure 19] FIG. 11 is a diagram of the thermal management system of FIG. 10 in a stable phase. [Figure 20] FIG. 12 is a diagram of the thermal management system of FIG. 11 in a stable phase. [Figure 21] FIG. 13 is a diagram of the thermal management system of FIG. 12 in a stable phase. [Figure 22] FIG. 10 is a diagram of the thermal management system of FIG. 9 in a stable phase. [Figure 23] FIG. 10 is a diagram illustrating heating of the passenger compartment by the thermal management system of FIG. 9 in the event of a refrigerant system failure. [Figure 24] FIG. 10 is a diagram illustrating how the thermal management system of FIG. 9 heats the vehicle interior and the battery when the refrigerant system fails. [Figure 25]7 is a diagram illustrating heating of the vehicle cabin by the thermal management system of FIG. 6 under stable operating conditions. [Figure 26] FIG. 26 is a pressure-specific enthalpy diagram for the thermal management system of FIG. 25. [Figure 27] FIG. 7 illustrates the heating of the battery by the thermal management system of FIG. 6 at low temperatures. [Figure 28] 7 is another diagram of heating the battery by the thermal management system of FIG. 6 at low temperatures. [Figure 29] 7 is another diagram of heating the battery by the thermal management system of FIG. 6 at low temperatures. [Figure 30] 7 is another diagram of heating the battery by the thermal management system of FIG. 6 at low temperatures. [Figure 31] FIG. 7 is another diagram of heating the battery by the thermal management system of FIG. 6 at cryogenic temperatures. [Figure 32] FIG. 7 is another diagram illustrating simultaneous heating of the vehicle cabin and battery by the thermal management system of FIG. 6 at cryogenic temperatures. [Figure 33] FIG. 9 is a diagram of the thermal management system of FIG. 8 in a cold start phase. [Figure 34] FIG. 9 is a diagram of the thermal management system of FIG. 8 in a stable phase. [Figure 35] 9 is another view of the thermal management system of FIG. 8 in a stable phase. [Figure 36] FIG. 9 is a diagram of the thermal management system of FIG. 8 in a battery fast charge heating mode. [Figure 37] 9 is another view of the thermal management system of FIG. 8 in a battery fast charge heating mode. [Figure 38(a)] 9 is another view of the thermal management system of FIG. 8 in a battery fast charge heating mode. [Figure 38(b)] 9 is another view of the thermal management system of FIG. 8 in a battery fast charge heating mode. [Figure 39] FIG. 9 is a diagram of the thermal management system of FIG. 8 in a powered hybrid heating mode. [Figure 40] FIG. 9 is another view of the thermal management system of FIG. 8 in a powered hybrid heating mode. [Figure 41] FIG. 9 is another view of the thermal management system of FIG. 8 in a powered hybrid heating mode. [Figure 42] FIG. 9 is another view of the thermal management system of FIG. 8 in a powered hybrid heating mode. [Figure 43] FIG. 10 is a diagram of a coolant circulation mode of another thermal management system according to an embodiment of the present application. [Figure 44] FIG. 10 is a diagram of a coolant circulation mode of another thermal management system according to an embodiment of the present application. [Figure 45] FIG. 10 is a diagram of a coolant circulation mode of another thermal management system according to an embodiment of the present application. [Figure 46] FIG. 10 is a diagram of a coolant circulation mode of another thermal management system according to an embodiment of the present application. [Figure 47] FIG. 10 is a diagram of the structure of a thermal management system according to embodiment 2 of the present application. [Figure 48] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 49] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 50] FIG. 48 is a diagram illustrating heating of the passenger compartment by the thermal management system of FIG. 47 in the event of a refrigerant system failure. [Figure 51] FIG. 48 illustrates the thermal management system of FIG. 47 heating the battery in the event of a refrigerant system failure. [Figure 52] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 53] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 54] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 55] FIG. 55 illustrates the thermal management system of FIG. 54 heating the battery in the event of a refrigerant system failure. [Figure 56] FIG. 55 illustrates heating the passenger compartment using the thermal management system of FIG. 54 in the event of a refrigerant loop failure. [Figure 57]FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 58] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 2 of the present application. [Figure 59] FIG. 10 is a diagram of the structure of a thermal management system according to embodiment 3 of the present application. [Figure 60] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. [Figure 61] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. [Figure 62] FIG. 10 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. [Figure 63] FIG. 10 is a diagram of the structure of a thermal management system according to embodiment 4 of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0052] The following clearly and completely describes the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application. References to "one embodiment," "some embodiments," etc. described herein indicate that one or more embodiments of the present application include the specific features, structures, or characteristics described with reference to the embodiments. Therefore, statements such as "in one embodiment," "in another embodiment," "in some embodiments," "in other embodiments," or "in some other embodiments" appearing in different places in this specification do not necessarily refer to the same embodiment. Rather, these statements mean "one or more, but not all, of the embodiments" unless otherwise specifically emphasized. The terms "include," "contain," "have," and variations thereof all mean "including, but not limited to," unless otherwise specifically emphasized.

[0053] The terms used in the following embodiments are intended to describe particular embodiments only and are not intended to limit the present application. As used in this specification and the appended claims of this application, the singular terms "one," "a," and "this" are also intended to include expressions such as "one or more," unless the context clearly dictates otherwise.

[0054] It should be noted that in the description of this application, words such as "first" and "second" are used for distinction and explanation only and cannot be understood as indicating or implying relative importance or indicating or implying order. It should be noted that in this application, all "connections" are connections via pipelines, i.e., all "connections" in the following description can be replaced with "connections via pipelines." In addition, a "battery" in the following description may be understood as a pipeline in which the battery is located. <Embodiment 1>

[0055] FIG. 1 is a diagram of a structure of a thermal management system according to a first embodiment of the present application. As shown in FIG. 1, the thermal management system may include a thermal system loop and a heater disposed in the thermal system loop. Specifically, the thermal system loop may include a compressor, a cooler, and an air conditioning box in the vehicle cabin. The cooler has a first path, and the air conditioning box in the vehicle cabin has a first path. An inlet Ca1 of the first path of the cooler and an inlet Ha1 of the first path of the air conditioning box in the vehicle cabin are separately connected to an outlet of the compressor. An outlet Ca2 of the first path of the cooler and an outlet Ha2 of the first path of the air conditioning box in the vehicle cabin are separately connected to an inlet of the compressor. In addition, a first cooling medium is provided in the thermal system loop. The first cooling medium circulates between the compressor and the first path of the cooler and between the compressor and the first path of the air conditioning box in the vehicle cabin. The heater is configured to heat the first cooling medium.

[0056] In the thermal management system according to the first embodiment, the first cooling medium circulates between the compressor and the cooler to form a first loop L1, and the first cooling medium circulates between the compressor and a first path of the air conditioning box in the vehicle cabin to form a second loop L2. When the thermal management system performs heating, the heater heats the first cooling medium in the thermal system loop to increase the temperature and pressure of the first cooling medium entering the compressor. In this way, the compressor can be turned on normally even in a low-temperature environment, so that the thermal management system can heat the passenger compartment of the electric vehicle.

[0057] The thermal system loop may further include a first throttle valve E1. The first throttle valve E1 is connected between the outlet Ha2 of the first passage of the cabin air conditioning box and the inlet of the compressor and is used to connect or disconnect the outlet Ha2 of the first passage of the cabin air conditioning box and the inlet of the compressor. When the first throttle valve E1 is opened, the outlet Ha2 of the first passage of the cabin air conditioning box and the inlet of the compressor are connected to each other. In other words, the first cooling medium can circulate through the first loop L1 and the second loop L2 simultaneously. When the first throttle valve E1 is closed, the outlet Ha2 of the first passage of the cabin air conditioning box is not connected to the inlet of the compressor. In other words, the first cooling medium circulates only through the first loop L1. In this way, the circulation flow path and flow rate of the first cooling medium can be controlled by controlling the first throttle valve E1.

[0058] In the thermal management system, the heater may separately heat the first cooling medium in the first loop L1, may separately heat the first cooling medium in the second loop L2, or may simultaneously heat the first cooling medium in the first loop L1 and the second loop L2. Therefore, the specific location of the heater is not limited. For example, as shown in FIG. 1 , in an optional embodiment, the heater may be disposed between the cooler and the compressor, with the inlet of the heater connected to the outlet Ca2 of the first path of the cooler and the outlet of the heater connected to the inlet of the compressor, thereby allowing the heater to heat the first cooling medium in the first loop L1. FIG. 2 is a diagram of another structure of a thermal management system according to embodiment 1 of the present application. As shown in FIG. 2, in another optional embodiment, the heater may alternatively be disposed directly at the inlet of the compressor, with the inlet of the heater connected to the outlet Ca2 of the first path of the cooler and the outlet Ha2 of the first path of the air conditioning box in the passenger compartment, and the outlet of the heater connected to the inlet of the compressor, thereby allowing the heater to heat the second cooling medium in the first loop L1 and the second loop L2. FIG. 3 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 3, in another optional embodiment, the inlet of the heater is connected to the outlet Ca2 of the first path of the cooler and the outlet Ha2 of the first path of the air conditioning box in the passenger compartment, and the outlet of the heater is connected to the inlet of the compressor, and a branch is disposed between the inlet Ca1 of the first path of the cooler and the inlet of the heater. A first valve may be provided at the branch. The first valve is controlled so that the first cooling medium circulating in the first loop L1 can be divided into two parts. One part passes through the first path of the cooler, and the other part flows directly into the heater through the first valve. Figure 4 is a diagram of another structure of the thermal management system according to embodiment 1 of the present application. As shown in Figure 4, in another optional embodiment, compared with the thermal management system of Figure 3, the heater may alternatively be disposed in the branch section.

[0059] In this embodiment of the present application, the heater may be an independent heating device, i.e., may be separately disposed within the thermal system loop. Alternatively, the heater may be disposed within the compressor. Specifically, the heater may include a connected compressor motor and a motor controller. The compressor may include a compressor body and a scroll disposed on the compressor body. The compressor motor is connected to the scroll. The compressor motor is configured to provide power for the compressor. Because the compressor motor generates more heat in the low-efficiency mode than under normal operating conditions, the technical solution may heat the first cooling medium by using the heat generated by the compressor motor in the low-efficiency mode, thereby simplifying the structure of the thermal management system.

[0060] FIG. 5 is a diagram illustrating the control of the compressor and heater according to Embodiment 1 of the present application. As shown in FIG. 5, in the above-described embodiment, the controllers of the compressor and the heater may be integrated. The compressor body shown in FIG. 5 is provided with a compressor motor. As shown in FIG. 5(a), in an optional embodiment, the motor controller in the compressor and the high-voltage controller of the heater may be integrated into an independent first controller. The first controller may dissipate heat by water cooling or air cooling, and may directly drive the compressor motor by using a three-phase line. The first controller may be connected to the heater and perform high-voltage input (the high-voltage input may include, for example, switch adjustment, gear adjustment, or power pulse width modulation (PWM) adjustment), and may further sample the temperature inside the heater. Details will not be described here. As shown in FIG. 5(b), in an optional embodiment, the high-voltage controller of the heater may be integrated into the motor controller in the compressor to form a second controller. The difference between the first and second controllers is that the second controller is integrated with the compressor and cooled through the compressor's suction end for the refrigerant. The second controller is connected to the heater and performs high-voltage input (the high-voltage input may include, for example, switch regulation, gear regulation, or power pulse width modulation regulation) or samples the temperature in the heater. The input end of the second controller may include a low-voltage input (including a control signal, PWM, a local interconnect network (LIN), or a controller area network (CAN)) and a high-voltage input.

[0061] Please continue to refer to FIG. 1. The thermal system loop may further include a first condenser, which has a first path. An inlet Wa1 of the first path of the first condenser is connected to the outlet of the compressor, and an outlet Wa2 of the first path of the first condenser is connected to an inlet Ca1 of the first path of the cooler and an inlet Ha1 of the first path of the air conditioning box in the vehicle cabin. In this case, the first loop L1 includes the compressor, the first path of the first condenser, and the first path of the cooler, and the second loop L2 includes the compressor, the first path of the first condenser, and the air conditioning box in the vehicle cabin. In this embodiment, the first cooling medium flowing out from the outlet of the compressor is a high-temperature, high-pressure gas and undergoes initial heat exchange through the first condenser. The first cooling medium output from the first condenser is a high-temperature, high-pressure liquid and is divided into two parts. One part flows into the cooler for secondary heat exchange, and the other part enters the air conditioning box in the vehicle cabin, where it undergoes heat exchange and becomes a low-temperature, low-pressure gas-liquid two-phase medium, which can absorb the heat in the vehicle cabin and cool the vehicle cabin.

[0062] FIG. 6 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 6, in an optional embodiment, the air conditioning box in the vehicle cabin may further include a second passage, and the first and second passages of the air conditioning box in the vehicle cabin are isolated from each other. Specifically, an evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and a heater core may be disposed in the second passage of the air conditioning box in the vehicle cabin. The first condenser may further include a second passage, and the first and second passages of the first condenser are isolated from each other. In addition, the thermal management system may further include a first valve body V1. The first valve body V1 includes a first passage, and the first passage has a first port 1 and a second port 2. The thermal system loop may further include a first pump B1. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, the outlet of the first pump B1 is connected to the inlet Hb1 of the heater core, the outlet Hb2 of the heater core is connected to the inlet Wb1 of the second path of the first condenser, and the outlet Wb2 of the second path of the first condenser is connected to the first port 1 of the first valve body V1. A second cooling medium is further provided in the thermal system loop, and the first pump B1 is configured to drive the second cooling medium to circulate through a third loop L3 formed between the second path of the first condenser and the heater core. In this way, the heat of the second cooling medium exchanged in the first condenser can be blown out through the heater core and heat the air in the vehicle cabin.

[0063] 6, the thermal system loop in the above embodiment may further include a first liquid storage tank. The inlet of the first liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser, and the outlet of the first liquid storage tank is connected to the inlet Ca1 of the first path of the cooler and the inlet Ha1 of the evaporator. The first liquid storage tank can store a certain amount of liquid cooling medium in the thermal system loop to accommodate a certain annual leakage amount of the cooling medium.

[0064] FIG. 7 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 7, the thermal system loop may also include a gas-liquid separator. The inlet of the gas-liquid separator is connected to the outlet Ca2 of the first path of the cooler and the outlet Ha2 of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor. In this design, the gas-liquid separator can be used to implement a liquid storage function, and the gas-liquid separator can be used to retain the liquid in the gas-liquid mixture and allow only the gas to flow into the compressor, thereby improving the compression effect of the compressor.

[0065] FIG. 8 is a diagram of another structure of the thermal management system according to the first embodiment of the present application. As shown in FIG. 8, the air conditioning box in the vehicle cabin may also have a second passage, and the first passage of the air conditioning box in the vehicle cabin and the second passage of the air conditioning box in the vehicle cabin are isolated from each other. Specifically, an evaporator is disposed in the first passage of the air conditioning box in the vehicle cabin, and a second condenser is disposed in the second passage of the air conditioning box in the vehicle cabin. The inlet Hb1 of the second condenser is connected to the outlet of the compressor, and the outlet Hb2 of the second condenser is connected to the inlet Ca1 of the first passage of the cooler and the inlet Ha1 of the evaporator. The first condenser further has a second passage, and the first passage of the first condenser and the second passage of the first condenser are isolated from each other. In addition, the thermal management system further includes a first valve body V1. The first valve body V1 includes a first passage, and the first passage of the first valve body V1 has a first port 1 and a second port 2. The thermal system loop further includes a first pump B1. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, the outlet of the first pump B1 is connected to the inlet Wb1 of the second path of the first condenser, and the outlet Wb2 of the second path of the first condenser is connected to the first port 1 of the first valve body V1. A second cooling medium is further provided in the thermal system loop, and the first pump B1 is configured to drive the second cooling medium to circulate through the second path of the first condenser. When the first condenser stops operating, the first cooling medium flowing out of the outlet of the compressor can flow into the second condenser. In the air conditioning box inside the vehicle cabin, the second condenser is configured to heat the vehicle cabin. The first cooling medium flows out of the outlet of the compressor and becomes a high-temperature, high-pressure liquid. The first cooling medium then passes through the throttle valve into the cooler, where it is heated by the heater and becomes a low-temperature, low-pressure gaseous cooling medium, which then enters the compressor.

[0066] In the above embodiment, the thermal system loop may further include a second liquid storage tank. The inlet of the second liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser and the outlet Hb2 of the second condenser, and the outlet of the second liquid storage tank is connected to the inlet Ca1 of the first path of the chiller and the inlet Ha1 of the evaporator. In this way, the second liquid storage tank can store excess liquid cooling medium in the first path of the first condenser to accommodate annual leakage in the first loop.

[0067] A first one-way valve CV1 may be disposed between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank, and the first one-way valve CV1 is used to provide one-way communication between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank. A second one-way valve CV2 may be disposed between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank, and the second one-way valve CV2 is used to provide one-way communication between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank. In this manner, the flow path of the first cooling medium within the thermal system loop can be controlled by controlling the first one-way valve CV1 and the second one-way valve CV2.

[0068] In the above embodiment, the heater may alternatively be disposed at any position in the third loop L3. FIG. 9 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 9, in an optional embodiment, the heater may be disposed between the first pump B1 and the second path of the air conditioning box in the vehicle cabin. Specifically, the inlet of the heater is connected to the outlet of the first pump B1, and the outlet of the heater is connected to the inlet Hb1 of the second path of the air conditioning box in the vehicle cabin. In this way, the heater can directly heat the second cooling medium, and the heated second cooling medium enters the second pump B2, passes through the second three-way valve, and then enters the second path of the cooler, where it exchanges heat with the first cooling medium to heat the first cooling medium. Of course, the heater may alternatively be disposed between the second path of the air conditioning box in the vehicle cabin and the second path of the first condenser, or between the second path of the first condenser and the first pump B1.

[0069] FIG. 10 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 10, in another optional embodiment, the heater may alternatively be disposed between the first condenser and the air conditioning box in the vehicle cabin. Specifically, the inlet of the heater is connected to the outlet Wa2 of the first path of the first condenser, and the outlet of the heater is connected to the inlet Ha1 of the first path of the air conditioning box in the vehicle cabin. In this way, the heater can directly heat the first cooling medium entering the first path of the air conditioning box in the vehicle cabin. FIG. 11 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. FIG. 12 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIGS. 11 and 12, in another optional embodiment, the heater may alternatively be disposed between the first condenser and the compressor. Specifically, the inlet of the heater is connected to the outlet Wa2 of the first path of the first condenser, and the outlet of the heater is connected to the inlet of the compressor. In this manner, a portion of the first cooling medium flowing out of the outlet Wa2 of the first passage of the first condenser directly flows into the inlet of the compressor, and the heater can directly heat this portion of the first cooling medium. In the embodiments shown in FIGS. 10 and 11, the heater is an independent heating device disposed within the loop. Of course, the heater can be disposed within the compressor without modifying the thermal system loop. Specifically, the heater can include a connected compressor motor and a motor controller. The compressor can include a compressor body and a scroll disposed on the compressor body. The compressor motor is connected to the scroll. The compressor motor is configured to provide power for the compressor. Because the compressor motor generates more excess heat in the low-efficiency mode than in the normal operating state, a technical solution can heat the first cooling medium by using the heat generated by the compressor motor in the low-efficiency mode, thereby simplifying the structure of the thermal management system.

[0070] In this embodiment of the present application, the thermal management system may further include a battery heat exchange loop. The battery heat exchange loop may include a battery and a second pump B2. The first valve body V1 may further include a second path and a third path. The second path of the first valve body V1 has a third port 3 and a sixth port 6, and the third path of the first valve body V1 has a fourth port 4 and a fifth port 5. Specifically, the third port 3 of the first valve body V1 is connected to the inlet of the second pump B2, the outlet of the second pump B2 is connected to the inlet of the battery, and the outlet of the battery is connected to the fourth port 4 of the first valve body V1. The cooler further includes a second path, and the first path and the second path of the cooler are isolated from each other. The fifth port 5 of the first valve body V1 is connected to the inlet Cb1 of the second path of the cooler, and the outlet Cb2 of the second path of the cooler is connected to the sixth port 6 of the first valve body V1. The second pump B2 is configured to drive the third cooling medium to circulate between the battery heat exchange loop and the second path of the cooler. In this way, the battery heat exchange loop and the third loop L3 of the thermal system loop can be connected or disconnected by controlling the port of the first valve body V1. In this embodiment, the third cooling medium and the second cooling medium may be the same coolant.

[0071] The first valve body V1 may further include a fourth path and a fifth path. The fourth path of the first valve body V1 has a first port 1 and a third port 3, and the fifth path of the first valve body V1 has a second port 2 and a fourth port 4. When the fourth path and the fifth path of the first valve body V1 are connected, the battery heat exchange loop and the third loop L3 of the thermal system loop are connected.

[0072] As shown in FIG. 9 , the inlet of the second pump B2 is connected to the inlet Wb1 of the second passage of the first condenser. A first three-way valve is disposed between the inlet Wb1 of the second passage of the first condenser and the outlet of the first pump B1. The first three-way valve has a first port, a second port, and a third port. The first port of the first three-way valve is connected to the inlet Wb1 of the second passage of the first condenser, the second port of the first three-way valve is connected to the outlet of the first pump B1, and the third port of the first three-way valve is connected to the inlet of the second pump B2. By controlling the ports of the first three-way valve to be connected or disconnected from each other, the flow rates of the cooling medium flowing from the first pump B1 to the first condenser and the second pump B2 can be controlled. In this embodiment of the present application, the connection between the second port of the first three-way valve and the outlet of the first pump B1 can include a direct connection and an indirect connection. As shown in Fig. 8, the second port of the first three-way valve is directly connected to the outlet of the first pump B1. As shown in Fig. 9, the second port of the first three-way valve is connected to the outlet Hb2 of the second path of the air conditioning box in the passenger compartment, and the inlet Hb1 of the second path of the air conditioning box in the passenger compartment is connected to the outlet of the first pump B1.

[0073] In another embodiment, the first three-way valve may alternatively be located in another position. FIG. 13 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in FIG. 13 , in an optional embodiment, the first port of the first three-way valve is connected to the outlet of the battery, the second port of the first three-way valve is connected to the fourth port 4 of the first valve body V1, and the third port of the first three-way valve is connected to the inlet of the second pump B2. In this embodiment, the heater heats the second cooling medium. The second cooling medium flows out of the second passage of the first condenser, passes through the first port 1 and the third port 3 of the first valve body V1, and then flows to the inlet of the second pump B2. The third cooling medium (i.e., the second cooling medium) flowing out of the outlet of the battery passes through the first three-way valve, and a portion of the third cooling medium is mixed with the high-temperature second cooling medium at the inlet of the second pump B2 to reach an appropriate temperature, after which it can enter the battery. In this embodiment, the heater can be used to heat the vehicle cabin and the battery simultaneously. 14 is a diagram of another structure of the thermal management system according to Embodiment 1 of the present application. As shown in Fig. 14, in another optional embodiment, the first port of the first three-way valve is connected to the third port 3 of the first valve body V1, the second port of the first three-way valve is connected to the outlet Wb2 of the second path of the first condenser, and the third port of the first three-way valve is connected to the inlet of the second pump B2.

[0074] In an optional embodiment, a third one-way valve may be arranged between the inlet of the second pump B2 and the inlet Wb1 of the second path of the first condenser, and the third one-way valve is used to provide one-way communication between the inlet of the second pump B2 and the inlet Wb1 of the second path of the first condenser to avoid backflow of the cooling medium.

[0075] Based on the same technical concept, the present application further provides an electric vehicle. The electric vehicle includes a controller and the thermal management system of embodiment 1. The controller is connected to the thermal management system and is configured to control the thermal management system to operate in a mode in which the vehicle cabin is individually heated. According to this design, the electric vehicle can implement the mode in which the vehicle cabin is individually heated, which helps to heat the vehicle cabin in a low-temperature environment and improves the user's driving experience.

[0076] When the thermal management system may further include a first valve body V1 and a battery heat exchange loop, a controller may be connected to the first valve body V1. The controller may be configured to control the ports of the first valve body V1 to communicate with or not communicate with each other to implement one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. With this design, the electric vehicle can freely switch between a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This allows the electric vehicle to meet different requirements of various users and improve the user's driving experience. The following describes different running phases of the electric vehicle.

[0077] The thermal management system of Figure 6 is used as an example. The thermal management system may include a cold start phase and a stabilization phase.

[0078] M11: Cold start phase

[0079] When the external ambient temperature of the electric vehicle is excessively low, the compressor inlet pressure is lower than 1 atmosphere, so the compressor cannot be turned on normally and the thermal system loop cannot operate. Figure 15 is a diagram of the thermal management system of Figure 6 during the cold start phase. As shown in Figure 15, after the heater is turned on, the heater can heat the first cooling medium flowing out of the outlet Ca2 of the first path of the cooler, and the compressor is turned on at a low rotational speed. At this time, the temperature inside the passenger compartment gradually increases. As the compressor inlet pressure gradually increases to above 1 atmosphere, the compressor rotational speed can gradually increase. In this phase, a mode in which the passenger compartment is individually heated can be implemented.

[0080] During the cold start phase, when the thermal system loop is started to perform heating, in addition to the method of heating the first cooling medium using an independently arranged heater, a heat source can be generated using the low-efficiency mode of the compressor. Specifically, the heater can include a connected compressor motor and a motor controller. The compressor can include a compressor body and a scroll arranged on the compressor body. The compressor motor is connected to the scroll. The compressor motor is configured to provide power for the compressor. Because the compressor motor generates more heat in the low-efficiency mode than in the normal operating state, a technical solution can heat the first cooling medium by using the excess heat generated by the compressor motor in the low-efficiency mode, thereby simplifying the structure of the thermal management system. However, in this method, controlling the suction state does not allow control of the throttle valve at the inlet Ca1 of the first path of the cooler or the throttle valve at the inlet of the heater. Therefore, to ensure that the compressor does not experience liquid shock, it is necessary to control the state of the first cooling medium at the outlet of the compressor.

[0081] M12: Stabilization Phase

[0082] FIG. 16 is a diagram of the thermal management system of FIG. 15 in a stable phase. As shown in FIG. 16, when the temperature of the passenger compartment is higher than a certain temperature, the passenger compartment may begin full internal circulation. The first cooling medium flowing out of the compressor outlet enters the inlet Wa1 of the first condenser's first passage and exits the outlet Wa2 of the first condenser's first passage. The first cooling medium is then throttled using a throttle valve before entering the evaporator inlet Ha1. The first cooling medium flowing out of the evaporator outlet Ha2 passes through the first throttle valve E1 before entering the compressor inlet. The throttle valve at the evaporator inlet Ha1 may control the superheat of the first cooling medium at the evaporator outlet Ha2. The first throttle valve E1 may control the evaporator air outlet temperature by controlling the flow rate of the first cooling medium, thereby maintaining the air outlet temperature within a predetermined temperature range and preventing the evaporator from frosting. In this case, the compressor may control the passenger compartment temperature by controlling the air outlet temperature of the air conditioning box in the passenger compartment. In addition, to reduce heat consumption in the thermal system loop, the second pump B2 may not be operated, so that the battery heat exchange loop does not participate in heat exchange in the thermal system loop.

[0083] During the stable phase, the evaporator is also operating, so by using the internal circulation in the passenger compartment, all the air blown out from the air conditioning box in the passenger compartment can be from the passenger compartment, and the mixed air between the passenger compartment and the outside can be avoided. In this way, the starting load of the electric vehicle can be reduced, the energy consumption of the thermal management system can be reduced, and the fogging phenomenon that occurs in the passenger compartment in low temperature environments can be improved.

[0084] FIG. 17 is a diagram of the thermal management system of FIG. 15 in another stable phase. As shown in FIG. 17, during the stable phase, the first cooling medium flows from the compressor outlet through the inlet Wa1 of the first condenser's first passage and then flows out through the outlet Wa2 of the first condenser's first passage. The first cooling medium then splits into two paths for circulation. One path is throttled using a throttle valve and then flows into the evaporator's inlet Ha1. The first cooling medium flows out of the evaporator's outlet Ha2 and then flows through the first throttle valve E1 before entering the compressor's inlet. The other path of the first cooling medium is throttled using a throttle valve and then flows into the cooler's first passage, passes through the heater, and then enters the compressor. The throttle valve at the cooler's first passage inlet Ca1 may control the compressor's suction superheat or the heater's outlet superheat. The throttle valve at the cooler's first passage inlet Ca1 and the throttle valve at the evaporator's inlet Ha1 may be different throttle valves. The throttle valve at the evaporator inlet Ha1 can control the superheat degree of the first cooling medium at the evaporator outlet Ha2. The first throttle valve E1 can control the evaporator air outlet temperature by controlling the flow rate of the first cooling medium, thereby maintaining the air outlet temperature within a predetermined temperature range and preventing frost formation on the evaporator. In this case, the compressor can control the air outlet temperature of the air conditioning box in the passenger compartment to control the passenger compartment temperature. In addition, to reduce heat consumption in the thermal system loop, the battery heat exchange loop does not need to be involved in heat exchange in the thermal system loop.

[0085] In the stable phase, the thermal management system may operate in a mode in which the passenger compartment is heated individually.

[0086] Of course, even if the heater is located in a different position, the heater can still heat the passenger compartment in the stable phase. FIG. 18 is a diagram of another thermal management system in the stable phase according to an embodiment of the present application. As shown in FIG. 18, at the pipeline junction between the outlet Ca2 of the first path of the cooler and the outlet of the first throttle valve E1, the heater is disposed between the junction and the inlet of the compressor. FIG. 19 is a diagram of the thermal management system of FIG. 10 in the stable phase. As shown in FIG. 19, the heater is disposed between the throttle valve at the inlet Ha1 of the evaporator and the inlet of the evaporator. In the stable phase, the thermal management systems of FIGS. 18 and 19 can operate in a mode in which the passenger compartment is heated individually. FIG. 20 is a diagram of the thermal management system of FIG. 11 in the stable phase. As shown in FIG. 20, the heater is disposed at the branch between the first liquid storage tank and the compressor. The first cooling medium flowing out of the first liquid storage tank can flow into the branch, pass through the throttle valve and the heater, and then flow into the compressor. FIG. 21 is a diagram of the thermal management system of FIG. 12 in a stable phase. As shown in FIG. 21, at the pipeline junction between the outlet Ca2 of the first path of the cooler and the outlet of the first throttle valve E1, a heater is disposed between the junction and the inlet of the compressor. In addition, the inlet of the heater is connected to the outlet of the first liquid storage tank through a throttle valve. FIG. 22 is a diagram of the thermal management system of FIG. 9 in a stable phase. As shown in FIG. 22, the heater is disposed between the outlet of the first pump B1 and the inlet Hb1 of the heater core. In the stable phase, the thermal management systems of FIGS. 20, 21, and 22 can operate in a mode in which the vehicle cabin and the battery are heated simultaneously. Note that the bold lines, bold dotted lines, and bold dashed lines in FIGS. 20, 21, and 22 merely represent the circulation paths of the cooling medium and do not limit the connections between the components.

[0087] Continuing to refer to FIG. 22, when the heater is turned on, a full cooling cycle can be initiated for the passenger compartment, transferring heat from the heater to the cooler, allowing the compressor to be quickly turned on, after which the air conditioning box circulation can gradually become a full heating cycle. Specifically, during the startup phase of the thermal management system, the heater is turned on, and the high-temperature second cooling medium flowing out of the heater enters the heater core, and then flows out of the heater core and into the three-way valve. One path of the second cooling medium flows from d13 through junction P2 into the battery heat exchange loop. The other path of the second cooling medium flows from d12 through P1 into the inlet Wb1 of the second path of the first condenser, then flows out from the outlet Wb2 of the second path of the first condenser, then passes through the first port 1 and the second port 2 of the first valve body V1, and enters the first pump B1. In the battery heat exchange loop, the second cooling medium enters the battery heat exchange loop through P2 and then the second pump B2 together with the third cooling medium. Then, it passes through the second three-way valve to the junction PT. From the junction PT, it passes through the fourth and fifth ports 4 and 5 of the first valve body V1 and enters the inlet Cb1 of the second path of the cooler. The cooling medium exiting the second path Cb2 of the cooler passes through the sixth and third ports 6 and 3 of the first valve body V1 and then splits into two paths. One path passes through the one-way valve to P1. The other path passes through P2 to the second pump B2. In addition, there is another control scheme. The high-temperature second cooling medium exiting the heater can enter the heater core, and after exiting the heater core, it can enter the first three-way valve. The first and third ports d11 and d13 of the first three-way valve are fully connected to each other, while the second port d12 is closed. In this way, the high-temperature second cooling medium enters P2 through the third port d13 of the first three-way valve, passes through the second pump B2, then passes through the second three-way valve to enter PT, then enters the fourth port 4 of the first valve body V1, then passes through the fifth port 5 of the first valve body V1, and enters the inlet Cb1 of the second path of the cooler. The cooling medium that flows out from the outlet Cb2 of the second path of the cooler passes through the sixth port 6 and the third port 3 of the first valve body V1, and finally passes through the one-way valve to enter P1. In this embodiment, the second cooling medium and the third cooling medium are the same medium.

[0088] FIG. 23 illustrates heating the vehicle cabin using the thermal management system of FIG. 9 when the refrigerant system fails. As shown in FIG. 23, even if the compressor, cooler, and first condenser in the thermal management system fail and cannot operate normally, the thermal management system can still operate in a mode in which the vehicle cabin is individually heated. Specifically, the air conditioning box starts a full heating mode, and the heater can directly heat the second cooling medium. The heated second cooling medium passes through the heater core, causing the air blown out of the air conditioning box in the vehicle cabin to become warm air, thereby heating the vehicle cabin.

[0089] FIG. 24 illustrates the thermal management system of FIG. 9 heating the vehicle cabin and the battery when the refrigerant system fails. As shown in FIG. 24, even if the compressor, cooler, and first condenser in the thermal management system fail and cannot operate normally, the thermal management system can still operate in a mode in which the vehicle cabin and the battery are simultaneously heated. Specifically, the heater can directly heat the second cooling medium, and the heated second cooling medium passes through the heater core, turning the air blown out of the air conditioning box in the vehicle cabin into warm air, thereby heating the vehicle cabin. The second cooling medium flowing out of the heater core passes through the second path of the first condenser, then passes through the first port 1 and the third port 3 of the first valve body V1 to enter the battery heat exchange loop, passes through the second pump B2 and the second three-way valve, enters the battery, then passes through the PT to enter the fourth port 4 and the second port 2 of the first valve body V1, and reaches the third loop of the thermal system loop to heat the battery. In this case, the air conditioning box in the vehicle cabin can operate in a full cooling mode. In this way, a mode in which the heater core cannot dissipate heat and only the battery is heated can be implemented.

[0090] FIG. 25 illustrates heating the passenger compartment using the thermal management system of FIG. 6 under stable operating conditions. As shown in FIG. 25, when the temperature inside the passenger compartment reaches a predetermined temperature, the heating mode enters a stable state. In this case, the temperature of the electrically driven heat dissipation loop or the temperature of the fourth cooling medium in the electrically driven heat dissipation loop is above a specific temperature. Under stable operating conditions, the thermal management system can heat the passenger compartment using the loop method of FIG. 25. Specifically, under stable operating conditions, the electrically driven heat dissipation loop is in circulation mode when the temperature is above a specific temperature. The flow direction of the refrigerant loop is as follows: the first cooling medium flows from the compressor into the first condenser. After leaving the first condenser, the first cooling medium splits into two paths. One path enters the throttle valve at the inlet Ha1 of the evaporator for throttling and then enters the evaporator. After leaving the evaporator, the first cooling medium flows into the first throttle valve E1. The other path enters the first path's inlet Ca1, where it is throttled, and then enters the cooler. The first coolant flows out of the cooler and into the heater. The other path of the first coolant then merges with the first path of the first coolant flowing out of the first throttle valve E1 and enters the compressor inlet. The passenger compartment is heated separately. In this case, the cabin air conditioning unit operates in internal circulation mode. The warm air liquid cooling loop is as follows: The second coolant flows out of the first pump B1 and into the heater core in the cabin air conditioning unit, then into the three-way valve and into the second path of the first condenser. The second coolant flows out of the first condenser and into the first port 1 of the first valve body V1, then returns to the first pump B1 through the second port 2. The first valve body V1 is not limited to a nine-way valve, as long as the second coolant from the first condenser flows into the first pump B1. The flow direction of the electrically driven heat dissipation loop is as follows: The fourth cooling medium exiting the outlet of the electric drive unit enters the third pump B3, then enters the eighth port 8 of the first valve body V1, then exits the fifth port 5 and enters the second passage of the cooler, and then enters the sixth port 6 of the first valve body V1 through Tp2. Whether the fourth cooling medium enters the heat sink of the thermal management assembly in the front compartment through the seventh port 7 or enters the electric drive unit directly through the ninth port 9 is determined based on the temperature of Tp2.In the case of a refrigerant loop, the throttle valve at the inlet Ca1 of the first cooler path can control the cooling medium condition at the heater outlet, and the throttle valve at the inlet Ha1 of the evaporator can directly control the evaporator outlet condition. The first throttle valve E1 can control the compressor suction pressure to reach a specific state to balance the pressure between the heat source in the passenger compartment and the heat source in the electric drive unit (or battery). This circulation is sometimes called a "secondary heat pump" circulation. In other words, the low-temperature heat sources can be the residual heat in the passenger compartment and the residual heat in the electric drive unit (or battery), respectively. In this way, the evaporator operates, and the passenger compartment can use a completely internal circulation, i.e., no fresh air from outside the vehicle is introduced. This reduces the risk of fogging in the passenger compartment and the load inside the passenger compartment. In addition, the low-voltage side heat source can use the residual heat of the electric drive heat dissipation loop to reduce the overall energy consumption of the thermal management system.

[0091] In the aforementioned embodiment, the heater does not need to be turned on if the temperature in the vehicle cabin reaches a certain value and the water temperature of the electric drive unit or battery reaches a certain value. The entire heat pump system has two low-temperature heat sources: the vehicle cabin room temperature environment and the waste heat from the electric drive unit or battery. If the temperatures of the two low-temperature heat sources do not match, the first throttle valve E1 is used to balance the pressures of the two heat sources. Figure 26 is a pressure-specific enthalpy diagram of the thermal management system in Figure 25. In the aforementioned embodiment, the thermal management system uses R134a refrigerant as the first cooling medium to simulate the pressure-specific enthalpy of the thermal management system. As shown in Figure 26, after the refrigerant is compressed in the compressor ((1)-(2)), its temperature increases and its pressure increases. The compressed refrigerant enters the first condenser and transfers heat to the refrigerant. At the same time, the refrigerant changes state from a high-pressure, high-temperature gas state to a high-pressure, high-temperature liquid state ((2)-(3)). The condensed refrigerant is divided into two parts. One part of the refrigerant passes through the expansion valve on the battery side, where an isenthalpic throttling process ((3)-(5)) occurs. Then, in the cooler, the low-temperature, low-pressure refrigerant absorbs the heat of the coolant. The heat of the coolant can come from the outside air, the electric drive, or the battery. After the refrigerant passes through the heater (if the heater is on), the temperature further increases. Of course, the heater does not need to be on. In this way, the heater is only used as a path. The other part of the refrigerant passes through the expansion valve of the air conditioning box inside the vehicle cabin, where an isenthalpic throttling process ((3)-(4)) occurs. Then, the low-temperature, low-pressure refrigerant exchanges heat with the air ((4)-(6)). After the refrigerant leaving the evaporator passes through the first throttle valve E1 (i.e., the suction throttle valve), its pressure drops, and the refrigerant leaving the evaporator is mixed with the refrigerant leaving the cooler outlet. After the state changes to low pressure and high superheat state ((1)), the mixed refrigerant enters the compressor and is compressed, completing the cycle. For the passenger compartment, internal circulation can be used on the air side. The flowing air first passes through the evaporator (refrigerant side (4)-(6)), after which both humidity and temperature are reduced, i.e., the cooling and dehumidification process. The flowing air then passes through the heater core, where it exchanges heat with the high-temperature refrigerant in the heater core, causing the temperature to rise and providing a heating effect.In this embodiment, full internal circulation can be used. In this way, fresh air is not introduced into the passenger compartment, reducing the thermal load required by the passenger compartment. In addition, the evaporator is turned on, providing an anti-fogging effect. In addition, a low-temperature heat source (such as air, an electric drive, or a battery) is drawn through the cooler, and the first throttle valve E1 is used to balance the pressure in the evaporator (second low-temperature heat source). In this case, there are two types of low-temperature heat sources: one is the passenger compartment, and the other is outside air, an electric drive, or a battery.

[0092] FIG. 27 is a diagram illustrating the heating of the battery by the thermal management system of FIG. 6 at low temperatures. FIG. 28 is another diagram illustrating the heating of the battery by the thermal management system of FIG. 6 at low temperatures. FIG. 29 is another diagram illustrating the heating of the battery by the thermal management system of FIG. 6 at low temperatures. FIG. 30 is another diagram illustrating the heating of the battery by the thermal management system of FIG. 6 at low temperatures. As shown in FIG. 27, the thermal management system may operate in a mode in which the battery is heated individually, or in a mode in which the vehicle cabin and the battery are heated simultaneously. During the compressor turn-on phase, the thermal management system may operate in the mode illustrated in FIG. 27. Specifically, the heater may be turned on, and then the compressor may be turned on at the same time. The high-temperature second cooling medium flowing out of the outlet Wb2 of the second path of the first condenser enters the first port 1 of the first valve body V1, flows out of the second port 2, enters the first pump B1, and then enters the heater core. The second cooling medium flowing out of the outlet Hb2 of the heater core passes through the three-way valve and then splits into two paths. One path enters the junction P1. The other path enters the battery heat exchange loop. The third cooling medium of the battery heat exchange loop enters the one-way valve from the third port 3 of the first valve body V1, flows into the junction P1, and then enters the second path of the first condenser. When the temperature of the passenger compartment reaches a certain temperature, the thermal management system can operate in the modes shown in Figures 28, 29, and 30. In this case, the passenger compartment uses the internal circulation mode. The thermal management systems shown in Figures 28 and 29 can operate in a mode in which the passenger compartment and the battery are heated simultaneously. When the throttle valve at the evaporator inlet Ha1 is opened, the thermal management system can absorb heat from the passenger compartment to dehumidify the passenger compartment and prevent fogging.

[0093] In an extremely low temperature environment, the thermal management system may further operate in a battery fast-charge heating mode. Figure 31 is another diagram of the thermal management system of Figure 6 heating the battery at extremely low temperatures. As shown in Figure 31, the thermal management system may operate in a mode in which the battery is heated individually. The first cooling medium flowing out of the compressor enters the first condenser and the first liquid storage tank. After flowing out of the first liquid storage tank, the first cooling medium enters the throttle valve at the inlet Ca1 of the first path of the cooler, where it is throttled and then enters the cooler and then the heater. The first cooling medium is heated by the heater and then enters the compressor. In the electrically driven heat dissipation loop, the third pump B3 does not operate or operates at a lower rotational speed due to extremely low ambient temperatures. The fourth cooling medium flowing out of the electric drive unit enters the third pump B3, then enters the eighth port 8 of the first valve body V1, and then enters the second path of the cooler through the fifth port 5 of the first valve body V1. After exiting the condenser, the fourth cooling medium enters the sixth port 6 of the first valve body V1 and finally exits the seventh port 7 or the ninth port 9 of the first valve body V1, returning to the electrically driven heat dissipation loop. In the battery heat exchange loop, the third cooling medium is heated in the first condenser, enters the first port 1 of the first valve body V1, then exits the third port 3 of the first valve body V1 through the second pump B2 to enter the battery, exits the battery and enters the fourth port 4 of the first valve body V1, then exits the second port 2 of the first valve body V1 through the first pump B1 to enter the heater core. The second cooling medium enters the second path of the first condenser. Figure 32 is another diagram of simultaneous heating of the vehicle cabin and battery by the thermal management system of Figure 6 at extremely low temperatures. As shown in Figure 32, the thermal management system can operate in a mode in which the vehicle cabin and battery are simultaneously heated. In this case, in the thermal system loop, a portion of the first cooling medium flows from the first liquid storage tank into the throttle valve, then into the evaporator, then into the first throttle valve E1, and then merges with the other portion of the first cooling medium flowing from the heater into the compressor. In this case, the air conditioning box in the passenger compartment can operate in full internal circulation mode. In addition, the second cooling medium flowing from the first condenser flows into the first port 1 of the first valve body V1, then flows out of the second port 2 of the first valve body V1, then into the first pump B1, and then into the heater core.After the second cooling medium leaves the heater core, it enters the three-way valve. At the three-way valve, the second cooling medium splits into two paths. One path enters the battery heat exchange loop from P2. The other path enters the first condenser through P1. In the battery heat exchange loop, the third cooling medium exits the second pump B2 and enters the battery. After leaving the battery, the third cooling medium enters the fourth port 4 of the first valve body V1 and then passes through the third port 3 of the first valve body V1. At the junction P3, the third cooling medium splits into two paths. One path passes through the one-way valve to enter P1. The other path enters the second pump B2 through P2.

[0094] Using the thermal management system of Figure 8 as an example, the thermal management system may include a cold start phase and a stabilization phase.

[0095] M21: Cold start phase

[0096] If the external ambient temperature of the electric vehicle is too low, the compressor inlet pressure will be lower than 1 atmosphere, preventing the compressor from turning on normally and preventing the thermal system loop from operating. Figure 33 shows the thermal management system of Figure 8 during the cold start phase. As shown in Figure 33, after the heater is turned on, solenoid valve V2 is opened and valve V3 is closed. The hot first cooling medium from the compressor enters the second condenser, then passes through one-way valve CV2 into the second liquid storage tank, then passes through the throttle valve and enters the cooler. After being heated by the heater, the first cooling medium passes through Pt1 into the compressor. During this phase, the passenger compartment can be individually heated.

[0097] M22: Stabilization Phase

[0098] When the temperature in the passenger compartment reaches a certain temperature, the thermal management system reaches a stable phase and can operate in a different mode. Figure 34 is a diagram of the thermal management system of Figure 8 in the stable phase. As shown in Figure 34, in an optional embodiment, the first cooling medium discharged from the compressor enters the second condenser through the open solenoid valve V2 and then enters the second liquid storage tank through the one-way valve CV2. The first cooling medium flowing out of the second liquid storage tank enters the evaporator through a throttle valve and then enters the compressor through the first throttle valve E1. The first throttle valve E1 can be a throttle valve that opens to the inner diameter of the pipeline. In other words, the maximum diameter of the first throttle valve E1 can match the inner diameter of the connected pipeline. At this time, the air conditioning box in the passenger compartment uses full internal circulation. Figure 35 is another diagram of the thermal management system of Figure 8 in the stable phase. As shown in Figure 35, in another optional embodiment, the refrigerant flowing out of the compressor passes through solenoid valve V2 and enters the second condenser for heat dissipation, then passes through one-way valve CV2 into the second liquid storage tank, and then splits into two paths. One path passes through a throttle valve and then into the evaporator, then passes through first throttle valve E1. The other path flows out of the second liquid storage tank, passes through a throttle valve, enters the cooler, and then enters the heater for heating. After flowing out of the heater, the first cooling medium merges with the first cooling medium flowing out of first throttle valve E1 and then enters the compressor.

[0099] In an extremely low-temperature environment, the thermal management system may further operate in a battery fast-charge heating mode. In this case, the third pump B3 in the electrically driven heat dissipation loop may not rotate or may operate at a low rotational speed. Figure 36 is a diagram of the thermal management system of Figure 8 in the battery fast-charge heating mode. As shown in Figure 36, the thermal management system may operate in a mode in which the battery is heated independently. Adjustable solenoid valve V3 is fully open, and adjustable solenoid valve V2 is fully closed. The first cooling medium flowing out of the compressor passes through V3 into the first passage of the first condenser, then through one-way valve CV1 and the throttle valve into the cooler, then into the heater to be heated, and then into the compressor, completing the cycle. In the battery heat exchange loop, the second cooling medium flowing out of the second passage of the first condenser enters the first port 1 of the first valve body V1 and enters the second pump B2 through the third port 3. The cooling medium then flows out of the battery and enters the fourth port 4 of the first valve body V1, then flows out of the second port 2 of the first valve body V1, passes through the first pump B1, and then enters the inlet Wb1 of the second path of the first condenser.

[0100] FIG. 37 is another diagram of the thermal management system of FIG. 8 in a battery fast-charge heating mode. As shown in FIG. 37, the thermal management system can operate in a mode in which the vehicle cabin and the battery are heated simultaneously. After the first cooling medium flows out of the compressor, it splits into two paths. One path passes through solenoid valve V2 to the second condenser and then passes through one-way valve V3 to the liquid storage tank. The other path passes through solenoid valve V3 to the first condenser and then passes through one-way valve V4 to the second liquid storage tank. After the first cooling medium flows out of the first liquid storage tank, it splits into two paths. One path is throttled using a throttle valve before entering the cooler and the heater. The other path is throttled using a throttle valve before entering the evaporator. After the first cooling medium flows out of the evaporator, it enters the first throttle valve E1. The first cooling medium flowing out of the first throttle valve E1 is mixed with the first cooling medium flowing out of the heater and then enters the compressor. At this time, the air conditioning box in the vehicle cabin can use full circulation to reduce the load on the vehicle cabin. In addition, the throttle valve at the evaporator inlet Ha1 or the first throttle valve E1 can also be closed. This leaves only one path for the first cooling medium flowing from the second liquid storage tank: the throttle valve at the inlet Ca1 of the cooler's first path. In this case, the vehicle cabin needs to use partial / full external circulation to reduce the risk of fogging inside the vehicle. In the battery heat exchange loop, the second cooling medium flowing from the second path of the first condenser enters the first port 1 of the first valve body V1, flows out the second port 2 of the first valve body V1, enters the first pump B1, and then enters the three-way valve TV1. The three-way valve TV1 splits the second cooling medium into two paths. One path enters the battery heat exchange loop through P2. The other path passes through P1 and enters the second path of the first condenser. In the battery heat exchange loop, the third cooling medium flowing from the second pump B2 enters the battery. The third cooling medium flows out of the battery, enters the fourth port 4 of the first valve body V1, and flows out the third port 3 of the first valve body V1. At P3, it splits into two paths. One path passes through the one-way valve CV3 to P1. The other path passes through P2 to enter the second pump B2.

[0101] 38(a) and 38(b) are diagrams of the thermal management system of FIG. 8 in the battery fast-charge heating mode. As shown in FIG. 38(a), in the mode in which the vehicle cabin and the battery are simultaneously heated, the thermal management system can also be implemented with a different circulation scheme. In this case, the battery heat exchange loop uses the same circulation scheme as that shown in FIG. 36, i.e., the second cooling medium flowing out of the second path of the first condenser heats the battery. As shown in FIG. 38(b), in the above-described embodiment, the air outlet temperature of the air conditioning box in the vehicle cabin and the water temperature at the inlet of the battery are controlled by controlling the solenoid valves V2 and V3, whose opening degrees are adjustable. This means that the pipelines between the three-way valves TV1 and P2 and between P1 and P3 can be omitted.

[0102] During the driving process, the thermal management system can also perform heating. Figure 39 shows the thermal management system of Figure 8 in driving hybrid heating mode. As shown in Figure 39, the thermal management system is in running mode during the start-up phase. After the heater is turned on, the compressor is turned on. The first cooling medium flowing out of the compressor is split into two paths. One path enters the second condenser through V2 and then enters the second liquid storage tank through one-way valve CV2. The other path enters the first path of the first condenser through V3 and then enters the second liquid storage tank through one-way valve CV1. The first cooling medium flowing out of the second liquid storage tank passes through a throttle valve, enters the cooler, is heated by the heater, and then enters the inlet of the compressor. In the battery heat exchange loop, the first pump B1 and the second pump B2 initially do not operate or operate at a low rotation speed. In this way, the pressure on the low-pressure side of the compressor quickly rises to a certain pressure, allowing the thermal management system to operate stably, while the second pump B2 or the third pump B3 operates at a normal rotation speed. In the thermal system loop, after being heated and flowing out of the second path of the first condenser, the second cooling medium passes through the first valve body V1 and enters the first pump B1, where it is split into two paths at the three-way valve TV1. One path enters P2 from the three-way valve TV1 and merges with the battery heat exchange loop. The other path exits the three-way valve TV1 and passes through P1 to the inlet Wb2 of the second path of the first condenser. In the battery heat exchange loop, the third cooling medium exiting the second pump B2 enters the battery, heats the battery, passes through the first valve body V1 to the inlet Cb1 of the second path of the cooler, and then flows out of the outlet Cb2 of the second path of the cooler, where it is split into two paths again through the first valve body V1. One path passes through one-way valve CV3 to P1 and merges with the thermal system loop. The other path passes through P2 to the second pump B2. Figure 40 is another view of the thermal management system of Figure 8 in a powered hybrid heating mode. Figure 41 is another view of the thermal management system of Figure 8 in a powered hybrid heating mode. Figure 42 is another view of the thermal management system of Figure 8 in a powered hybrid heating mode.When the temperature of the passenger compartment reaches a certain temperature, the thermal management system can operate in the circulation modes shown in Figures 40, 41, and 42, in addition to the circulation mode shown in Figure 39. The circulation mode of the battery heat exchange loop in Figure 40 is the same as that in Figure 41. In the thermal system loop, the first cooling medium flows out of the second liquid storage tank and enters the throttle valve, then enters the evaporator, and then passes through the first throttle valve E1 to enter the compressor inlet (the first cooling medium may or may not be throttled). As shown in Figure 41, the throttle valve at the inlet Ca1 of the first path of the cooler is closed, and the heater is also turned off. In this case, the cooling medium does not enter the cooler and the heater. As shown in Figure 42, the thermal system loop is the same as the circulation mode shown in Figure 41. In the electric drive heat dissipation loop, the fourth cooling medium flows from the electric drive unit through the third pump B3, enters the first valve body V1, enters the inlet Cb1 of the second cooler passage, and exits the outlet Cb2 of the second cooler passage before entering the first valve body V1. The fourth cooling medium can either enter the electric drive unit directly through port 9 of the first valve body V1, or enter the front-end thermal management assembly through port 7 of the first valve body V1 and then enter the electric drive unit. In the battery heat exchange loop, the third cooling medium flows from the second pump B2 into the battery, exits the battery, enters the first valve body V1, and then splits into two paths. One path passes through one-way valve CV3 to point P1 and merges with the thermal system loop. The other path passes through point P2 to enter the third pump B3. In addition, in this case, when the water temperature of the electrically driven heat dissipation loop is higher than a certain value, the throttle valve at the inlet Ca1 of the first path of the cooler can be opened, and the electrically driven heat dissipation loop can also be used as a low-temperature heat source for the thermal system loop.

[0103] Of course, even if the heater is located in a different position, the heater can still heat the vehicle cabin in the stable phase. FIG. 43 is a diagram of a cooling medium circulation mode of another thermal management system according to an embodiment of the present application. FIG. 44 is a diagram of a cooling medium circulation mode of another thermal management system according to an embodiment of the present application. FIG. 45 is a diagram of a cooling medium circulation mode of another thermal management system according to an embodiment of the present application. FIG. 46 is a diagram of a cooling medium circulation mode of another thermal management system according to an embodiment of the present application. As shown in FIG. 43, the heater can be located at the inlet of the compressor. As shown in FIG. 44, the heater can be located between the throttle valve and the evaporator. As shown in FIG. 45, the second liquid storage tank is connected to the throttle valve in the heater branch, and the throttle valve is connected to the heater. Compared to FIG. 45, the heater in FIG. 46 is located between the compressor and the junction. In the above-mentioned thermal management system, the heater can directly heat the first cooling medium and blow the heat into the vehicle cabin through the air conditioning box in the vehicle cabin. Additionally, in the start state of the thermal system loop in a low-temperature environment, in addition to the heater being independently disposed, the heater may be disposed within the compressor. Specifically, the heater may include a connected compressor motor and a motor controller. The compressor may include a compressor body and a scroll disposed on the compressor body. The compressor motor is connected to the scroll. The compressor motor is configured to provide power for the compressor. Because the compressor motor generates more heat in the low-efficiency mode than in the normal operating state, a technical solution may heat the first cooling medium by using the excess heat generated by the compressor motor in the low-efficiency mode, thereby simplifying the structure of the thermal management system. However, in this case, the throttle valve at the inlet Ca1 of the first path of the cooler or the throttle valve at the inlet of the heater cannot be controlled by controlling the suction state. Instead, these valves must be controlled based on the state of the first cooling medium at the compressor outlet to prevent the compressor controller from overheating or the compressor from being subjected to liquid shock due to the first cooling medium entering the compressor. <Embodiment 2>

[0104] FIG. 47 is a diagram of the structure of a thermal management system according to Embodiment 2 of the present application. As shown in FIG. 47, the thermal management system may include a thermal system loop, a first valve body V1, a battery heat exchange loop, and a heater. The heater is disposed in the battery heat exchange loop. The first valve body V1 includes a second path and a third path. The second path of the first valve body V1 has a third port 3 and a sixth port 6, and the third path of the first valve body V1 has a fourth port 4 and a fifth port 5. In addition, the thermal system loop includes a compressor and a cooler. The cooler has a first path and a second path that are isolated from each other. Specifically, an inlet Ca1 of the first path of the cooler is connected to an outlet of the compressor, and an outlet Ca2 of the first path of the cooler is connected to an inlet of the compressor. The inlet Cb1 of the second path of the cooler is connected to the fifth port 5 of the first valve body V1, and the outlet Cb2 of the second path of the cooler is connected to the sixth port 6 of the first valve body V1. A first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first path of the cooler. In addition, the battery heat exchange loop may include a second pump B2, a second three-way valve, and a battery. The second three-way valve has a first port, a second port, and a third port. The inlet of the second pump B2 is connected to the third port 3 of the first valve body V1, the outlet of the second pump B2 is connected to the first port of the second three-way valve, the second port of the second three-way valve is connected to the inlet of the battery, and the third port of the second three-way valve and the outlet of the battery are connected to the fourth port 4 of the first valve body V1. The second pump B2 is configured to drive the third cooling medium to circulate between the battery heat exchange loop and the second path of the cooler.

[0105] In the thermal management system, the heater is configured to heat the third cooling medium, which exchanges heat with the first cooling medium in the cooler as it circulates through the battery heat exchange loop, thereby heating the first cooling medium. This increases the temperature and pressure of the first cooling medium entering the compressor. This allows the compressor to operate normally even in low-temperature environments, allowing the thermal management system to heat the passenger compartment of the electric vehicle.

[0106] When the heater is specifically positioned, the position of the heater is not limited. For example, as shown in FIG. 47 , in an optional embodiment, the inlet of the heater can be connected to the third port of the second three-way valve, and the outlet of the heater can be connected to the fourth port 4 of the first valve body V1. FIG. 48 is a diagram of another structure of the thermal management system according to Embodiment 2 of the present application. As shown in FIG. 48 , in another optional embodiment, the inlet of the heater can alternatively be connected to the third port of the second three-way valve and the outlet of the battery, and the outlet of the heater can be connected to the fourth port 4 of the first valve body V1. FIG. 49 is a diagram of another structure of the thermal management system according to Embodiment 2 of the present application. As shown in FIG. 49 , in another optional embodiment, the inlet of the heater can alternatively be connected to the fifth port 5 of the first valve body V1, and the outlet of the heater can be connected to the inlet Cb1 of the second path of the cooler.

[0107] As shown in FIG. 47, when the thermal management system operates in a mode in which the passenger compartment and the battery are simultaneously heated, the outlet of the second pump B2 is connected to the second three-way valve. The second three-way valve has two outlets, one of which is connected to the battery inlet and the other to the heater. The outlet of the heater is connected to the junction point PT and is connected to the fourth port 4 of the first valve body V1 via the junction point PT. The thermal management system in FIG. 47 is in the running mode of the start phase. The third cooling medium heated by the heater passes through the first valve body V1 and enters the inlet Cb1 of the second path of the cooler, is heated by the cooler, then flows out from the outlet Cb2 of the second path of the cooler, and passes through the first valve body V1 to enter the second pump B2. In this case, the third cooling medium does not need to pass through the battery. In the thermal system loop, the first cooling medium flows out of the compressor and enters the first condenser, then the first liquid storage tank, flows out of the first liquid storage tank, enters the throttle valve of the cooler and is throttled, then enters the cooler to absorb the heat of the third cooling medium and returns to the compressor. In the third path, the second cooling medium flows out of the first condenser after being heated, passes through the first valve body V1, enters the first pump B1, then enters the second path of the air conditioning box in the passenger compartment, and finally returns to the first condenser.

[0108] FIG. 50 illustrates heating the passenger compartment using the thermal management system of FIG. 47 when the refrigerant system fails. As shown in FIG. 50, even if the compressor, cooler, and first condenser in the thermal management system fail and cannot operate normally, the thermal management system can still heat the passenger compartment. Specifically, when the refrigerant system fails, the thermal management system can operate in heating mode. The third cooling medium enters the PT after being heated by the heater, passes through the first valve body V1 into the first pump B1, and enters the second passage of the air conditioning box in the passenger compartment from the first pump B1. The third cooling medium (i.e., the second cooling medium) flows out of the second passage of the air conditioning box in the passenger compartment, passes through the first three-way valve, and then enters the inlet Wb2 of the second passage of the first condenser. The third cooling medium then flows out of the outlet Wb2 of the second passage of the first condenser and enters the second pump B2 through the first valve body V1. The third cooling medium flowing out of the second pump B2 enters the second three-way valve. In this way, the heat from the heater can be used to heat the passenger compartment.

[0109] FIG. 51 illustrates the heating of the battery by the thermal management system of FIG. 47 when the refrigerant system fails. As shown in FIG. 51, even if the compressor, cooler, and first condenser within the thermal management system fail and cannot operate normally, the thermal management system can still heat the battery. Specifically, the third cooling medium passes through the second pump B2 and then splits into two paths. One path enters the PT after being heated by the heater, and the other path passes through the battery. The two paths of the third cooling medium merge at the junction PT, then enter the fourth port 4 of the first valve body V1, then pass through the first valve body V1 into the second path of the cooler, and return to the second pump B2 through the first valve body V1.

[0110] The circulation system shown in Figure 48 is similar to that shown in Figure 49, in which the outlet of the second pump B2 is connected to the second three-way valve. The second three-way valve has two outlets, one of which is connected to the inlet of the battery and the other to the junction point PT. The outlet of the battery is connected to the fourth port 4 of the first valve body V1 via the junction point PT. The heater in Figure 48 is located between the junction point PT and the fourth port 4 of the first valve body V1, and the heater in Figure 49 is located between the inlet Cb1 of the second path of the cooler and the fifth port 5 of the first valve body V1.

[0111] In this embodiment of the present application, the first valve body V1 may further include a first passage. The first passage of the first valve body V1 includes a first port 1 and a second port 2. The thermal system loop may further include a first condenser, an air conditioning box in the vehicle cabin, and a first pump B1. The first condenser has a first passage and a second passage isolated from each other, and the air conditioning box in the vehicle cabin includes an evaporator and a first heater core. An inlet Wa1 of the first passage of the first condenser is connected to the outlet of the compressor, an outlet Wa2 of the first passage of the first condenser is connected to the inlet Ca1 of the first passage of the cooler and the inlet Ha1 of the evaporator, and an outlet Ha2 of the evaporator is connected to the inlet of the compressor. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, the outlet of the first pump B1 is connected to the inlet Hb1 of the first heater core, the outlet Hb2 of the first heater core is connected to the inlet Wb1 of the second path of the first condenser, and the outlet Wb2 of the second path of the first condenser is connected to the first port 1 of the first valve body V1. A second cooling medium is further provided in the thermal system loop, and the first pump B1 is configured to drive the second cooling medium to circulate between the second path of the first condenser and the second path of the air conditioning box in the vehicle cabin. In this way, the heat of the second cooling medium exchanged in the first condenser can be blown out through the first heater core to heat the air in the vehicle cabin.

[0112] In an optional embodiment, the thermal system loop may further include a first liquid storage tank. The inlet of the first liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser, and the outlet of the first liquid storage tank is connected to the inlet Ca1 of the first path of the chiller and the inlet Ha1 of the evaporator. The first liquid storage tank may store a specific amount of liquid cooling medium in the thermal system loop to accommodate a specific annual leakage amount of the cooling medium.

[0113] 52 is a diagram of another structure of the thermal management system according to Embodiment 2 of the present application. As shown in FIG. 52, in another optional embodiment, the thermal system loop may also include a gas-liquid separator. The inlet of the gas-liquid separator is connected to the outlet Ca2 of the first path of the cooler and the outlet Ha2 of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor. In this design, the gas-liquid separator can be used to implement a liquid storage function, and the gas-liquid separator can be used to retain the liquid in the gas-liquid mixture and allow only gas to flow into the compressor, thereby improving the compression effect of the compressor.

[0114] FIG. 53 is a diagram of another structure of a thermal management system according to Embodiment 2 of the present application. As shown in FIG. 53, in this embodiment of the present application, the first valve body V1 may also include a first passage. The first passage of the first valve body V1 has a first port 1 and a second port 2. The thermal system loop further includes a first condenser, an air conditioning box in the vehicle cabin, and a first pump B1. The first condenser has a first passage and a second passage isolated from each other, and the air conditioning box in the vehicle cabin includes an evaporator and a second condenser. The outlet of the compressor is connected to the inlet Wa1 of the first passage of the first condenser and the inlet Hb1 of the second condenser, the outlet Wa2 of the first passage of the first condenser is connected to the inlet Ca1 of the first passage of the cooler and the inlet Ha1 of the evaporator, the outlet Hb2 of the second condenser is connected to the inlet Ca1 of the first passage of the cooler and the inlet Ha1 of the evaporator, and the outlet Ha2 of the evaporator is connected to the inlet of the compressor. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, the outlet of the first pump B1 is connected to the inlet Wb1 of the second path of the first condenser, and the outlet Wb2 of the second path of the first condenser is connected to the first port 1 of the first valve body V1. A second cooling medium is further provided in the thermal system loop, and the first pump B1 is configured to drive the second cooling medium to circulate through the second path of the first condenser. When the first condenser stops operating, the first cooling medium flowing out from the outlet of the compressor can flow into the second condenser. In the air conditioning box in the vehicle cabin, the low-temperature, low-pressure first cooling medium in the evaporator exchanges heat with the high-temperature, high-pressure first cooling medium in the second condenser, thereby maintaining the air blown out of the air conditioning box in the vehicle cabin at a relatively appropriate temperature.

[0115] FIG. 54 is a diagram of another structure of a thermal management system according to Embodiment 2 of the present application. As shown in FIG. 54, in an optional embodiment, the air conditioning box in the vehicle cabin may further include a second heater core. The inlet of the second heater core is connected to the outlet of the first pump, and the outlet of the second heater core is connected to the inlet of the second path of the first condenser. FIG. 55 is a diagram of heating the battery by the thermal management system of FIG. 54 when the refrigerant system fails. As shown in FIG. 55, when the refrigerant system fails, the heater heats the third cooling medium in the battery heat exchange loop to heat the battery. FIG. 56 is a diagram of heating the vehicle cabin by the thermal management system of FIG. 54 when the refrigerant loop fails. As shown in FIG. 56, when the refrigerant loop fails, the heater heats the third cooling medium in the battery heat exchange loop. The third cooling medium enters the first pump B1 after passing through the fourth port 4 and the second port 2 of the first valve body V1. The third cooling medium (i.e., the second cooling medium) flowing out of the first pump B1 passes through the second heater core, which blows the heat of the fourth cooling medium into the vehicle interior, thereby heating the vehicle interior.

[0116] In an optional embodiment, the thermal system loop further includes a second liquid storage tank. The inlet of the second liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser and the outlet Hb2 of the second condenser, and the outlet of the second liquid storage tank is connected to the inlet Ca1 of the first path of the chiller and the inlet Ha1 of the evaporator. In this way, the first liquid storage tank can store a specific amount of cooling medium in a liquid state within the thermal system loop to accommodate a specific annual leakage amount of the cooling medium.

[0117] A first one-way valve CV1 is disposed between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank, and is used to provide one-way communication between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank. A second one-way valve CV2 is disposed between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank, and is used to provide one-way communication between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank. In this manner, the flow path of the first cooling medium within the thermal system loop can be controlled by controlling the first one-way valve CV1 and the second one-way valve CV2.

[0118] Of course, when the air conditioning box in the vehicle cabin includes an evaporator and a second condenser, the position of the heater in the battery heat exchange loop is not particularly limited. For example, as shown in FIG. 53, in an optional embodiment, the inlet of the heater may be connected to the third port of the second three-way valve, and the outlet of the heater may be connected to the fourth port 4 of the first valve body V1. FIG. 57 is a diagram of another structure of the thermal management system according to Embodiment 2 of the present application. As shown in FIG. 57, in another optional embodiment, the inlet of the heater may alternatively be connected to the third port of the second three-way valve and the outlet of the battery, and the outlet of the heater may be connected to the fourth port 4 of the first valve body V1. FIG. 58 is a diagram of another structure of the thermal management system according to Embodiment 2 of the present application. As shown in FIG. 58, in another optional embodiment, the inlet of the heater may alternatively be connected to the fifth port 5 of the first valve body V1, and the outlet of the heater may be connected to the inlet Cb1 of the second path of the cooler.

[0119] Based on the same technical concept, the present application further provides an electric vehicle. The electric vehicle includes a controller and the thermal management system according to the above embodiment. The controller is connected to a first valve body V1 of the thermal management system. The controller is configured to control the ports of the first valve body V1 to communicate with or not communicate with each other, so that the thermal management system operates in one of a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This design allows the electric vehicle to freely switch between a mode in which the passenger compartment is heated individually, a mode in which the battery is heated individually, and a mode in which the passenger compartment and the battery are heated simultaneously. This helps to heat the passenger compartment in low-temperature environments and improves the user's driving experience. <Embodiment 3>

[0120] FIG. 59 is a diagram of the structure of a thermal management system according to embodiment 3 of the present application. As shown in FIG. 59, the thermal management system includes a thermal system loop, a first valve body V1, an electrically driven heat dissipation loop, and a heater. The heater is disposed in the electrically driven heat dissipation loop. Specifically, the first valve body V1 includes a tenth path, a ninth path, and a twelfth path. The tenth path of the first valve body V1 has a fifth port 5 and an eighth port 8. The ninth path of the first valve body V1 has a sixth port 6 and a seventh port 7. The twelfth path of the first valve body V1 has a sixth port 6 and a ninth port 9. The thermal system loop may include a compressor and a cooler. The cooler has a first path and a second path that are isolated from each other. An inlet Ca1 of the first path of the cooler is connected to an outlet of the compressor, and an outlet Ca2 of the first path of the cooler is connected to an inlet of the compressor. The inlet Cb1 of the second passage of the cooler is connected to the fifth port 5 of the first valve body V1, and the outlet Cb2 of the second passage of the cooler is connected to the sixth port 6 of the first valve body V1. A first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first passage of the cooler. The electrically driven heat dissipation loop includes an electric drive unit, a third pump B3, a water tank, and a third three-way valve. The inlet of the electric drive unit is connected to the seventh port 7 of the first valve body V1 and the ninth port 9 of the first valve body V1, the outlet of the electric drive unit is connected to the water tank and the inlet of the third pump B3, and the outlet of the heater is connected to the inlet of the third pump B3. The third pump B3 is configured to drive the fourth cooling medium to circulate between the electrically driven heat dissipation loop and the cooler. The third three-way valve has a first port, a second port, and a third port. The second port of the third three-way valve is connected to the inlet of the electric drive device, and the third port of the third three-way valve is connected to the inlet of the heater. The first port of the third three-way valve is connected to the ninth port 9 of the first valve body V1, or the first port of the third three-way valve is connected to the seventh port 7 of the first valve body V1. In the thermal management system, the heater is configured to heat the fourth cooling medium, so that the fourth cooling medium exchanges heat with the first cooling medium in the cooler when circulating between the electric drive heat dissipation loop and the cooler, thereby heating the first cooling medium. In this way, the temperature and pressure of the first cooling medium entering the compressor can be increased.In this way, the compressor can be turned on normally even in cold environments, allowing the thermal management system to heat the passenger compartment of the electric vehicle.

[0121] In an optional embodiment, the electrically driven heat dissipation loop may further include a thermal management assembly in the front compartment, where the inlet of the thermal management assembly in the front compartment is connected to the seventh port 7 of the first valve body V1, and the outlet of the thermal management assembly in the front compartment is connected to the inlet of the electric drive device. FIG. 60 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. As shown in FIGS. 59 and 60, the second port of the third three-way valve can be connected to the inlet of the thermal management assembly in the front compartment. FIG. 61 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. FIG. 62 is a diagram of another structure of a thermal management system according to embodiment 3 of the present application. As shown in FIGS. 61 and 62, in another optional embodiment, the second port of the third three-way valve is connected to the outlet of the thermal management assembly in the front compartment and the inlet of the electric drive device.

[0122] In embodiment 3, the specific architecture of the thermal system loop and the battery heat exchange loop may be the same as that of embodiment 1 and embodiment 2.

[0123] As shown in FIGS. 59 and 61, in an optional embodiment, the thermal system loop may specifically include a compressor, a cooler, a first condenser, and an air conditioning box in the vehicle cabin. The cooler has a first path and a second path that are isolated from each other. The first condenser has a first path and a second path that are isolated from each other. The air conditioning box in the vehicle cabin has a first path and a second path that are isolated from each other. An evaporator is disposed in the first path of the air conditioning box in the vehicle cabin, and a heater core is disposed in the second path. The thermal system loop may further include a first pump B1. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, the outlet of the first pump B1 is connected to the inlet Hb1 of the heater core, the outlet Hb2 of the heater core is connected to the inlet Wb1 of the second path of the first condenser, and the outlet Wb2 of the second path of the first condenser is connected to the first port 1 of the first valve body V1. The thermal system loop further includes a second cooling medium, and the first pump B1 is configured to drive the second cooling medium to circulate through a third loop L3 formed between the second path of the first condenser and the heater core. In this way, the heat of the second cooling medium exchanged in the first condenser can be blown out through the heater core to heat the air in the vehicle cabin.

[0124] As shown in Figures 59 and 61, the thermal system loop in the above-mentioned embodiment may further include a first liquid storage tank. The inlet of the first liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser, and the outlet of the first liquid storage tank is connected to the inlet Ca1 of the first path of the cooler and the inlet Ha1 of the evaporator. The first liquid storage tank can store a certain amount of liquid cooling medium in the thermal system loop to accommodate a certain annual leakage amount of cooling medium. In another optional embodiment, the thermal system loop may also include a gas-liquid separator. The inlet of the gas-liquid separator is connected to the outlet Ca2 of the first path of the cooler and the outlet Ha2 of the evaporator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor. In this design, the gas-liquid separator can be used to implement the liquid storage function, and the gas-liquid separator can be used to retain the liquid in the gas-liquid mixture and allow only gas to flow into the compressor, improving the compression effect of the compressor.

[0125] As shown in FIGS. 60 and 62, in an optional embodiment, the thermal system loop may specifically include a compressor, a cooler, a first condenser, and an air conditioning box in the vehicle cabin. The cooler has a first path and a second path that are isolated from each other. The first condenser has a first path and a second path that are isolated from each other. The air conditioning box in the vehicle cabin has a first path and a second path that are isolated from each other. The evaporator is disposed in the first path of the air conditioning box in the vehicle cabin, and the second condenser is disposed in the second path. An inlet Hb1 of the second condenser is connected to an outlet of the compressor, and an outlet Hb2 of the second condenser is connected to an inlet Ca1 of the first path of the cooler and an inlet Ha1 of the evaporator. The first path of the first condenser is isolated from the second path of the first condenser. The thermal system loop further includes a first pump B1. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1. The outlet of the first pump B1 is connected to the inlet Wb1 of the second passage of the first condenser. The outlet Wb2 of the second passage of the first condenser is connected to the first port 1 of the first valve body V1. A second cooling medium is further provided in the thermal system loop, and the first pump B1 is configured to drive the second cooling medium to circulate between the second passage of the first condenser and the second passage of the air conditioning box in the passenger compartment. When the first condenser stops operating, the first cooling medium flowing out from the outlet of the compressor can flow into the second condenser. In the air conditioning box in the passenger compartment, the low-temperature, low-pressure first cooling medium in the evaporator exchanges heat with the high-temperature, high-pressure first cooling medium in the second condenser, thereby maintaining the air blown out of the air conditioning box in the passenger compartment at a relatively appropriate temperature.

[0126] In the above embodiment, the thermal system loop may further include a second liquid storage tank. The inlet of the second liquid storage tank is connected to the outlet Wa2 of the first path of the first condenser and the outlet Hb2 of the second condenser, and the outlet of the second liquid storage tank is connected to the inlet Ca1 of the first path of the chiller and the inlet Ha1 of the evaporator. In this way, the second liquid storage tank can store excess liquid cooling medium in the first path of the first condenser to accommodate annual leakage in the first loop.

[0127] A first one-way valve CV1 may be disposed between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank, and the first one-way valve CV1 is used to provide one-way communication between the outlet Wa2 of the first path of the first condenser and the inlet of the second liquid storage tank. A second one-way valve CV2 may be disposed between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank, and the second one-way valve CV2 is used to provide one-way communication between the outlet Hb2 of the second condenser and the inlet of the second liquid storage tank. In this manner, the flow path of the first cooling medium within the thermal system loop can be controlled by controlling the first one-way valve CV1 and the second one-way valve CV2.

[0128] Based on the same technical concept, the present application further provides an electric vehicle, which includes a controller and the thermal management system in the above-mentioned embodiment. The controller is connected to the thermal management system; controller is configured to control the ports of the first valve body V1 to communicate with or not communicate with each other, so that the thermal management system operates in a mode in which the passenger compartment is individually heated. This design allows the electric vehicle to implement a mode in which the passenger compartment is individually heated, which helps to heat the passenger compartment in low-temperature environments and improves the user's driving experience. <Embodiment 4>

[0129] FIG. 63 is a diagram of the structure of a thermal management system according to Embodiment 4 of the present application. As shown in FIG. 63, the thermal management system includes a first valve body V1, a water pipeline, a cooler, a compressor, and a heating unit. Specifically, the inlet and outlet of the water pipeline are separately connected to the first valve body V1. The cooler has a first path and a second path that are isolated from each other. The inlet Ca1 of the first path of the cooler is connected to the outlet of the compressor, and the outlet Ca2 of the first path of the cooler is connected to the inlet of the compressor to form a first liquid cooling loop. The inlet Cb1 and the outlet Cb2 of the second path of the cooler are separately connected to the first valve body V1. The first valve body V1 can be configured to switch between different connection states. The different connection states can include connecting the second path of the cooler to the water pipeline to form a first water loop, thereby allowing heat exchange between the first water loop and the first liquid cooling loop. The heating unit can be located in the first liquid cooling loop, at the inlet Cb1 of the second path of the cooler, or on the water pipeline. In the thermal management system described above, the heating unit can directly heat the first liquid cooling loop in which the compressor is located, or indirectly heat the compressor by heating the second path of the cooler or the water pipeline. In this way, the temperature and pressure in the compressor can be increased, allowing the compressor to be turned on normally even in low-temperature environments, and the thermal management system can heat the passenger compartment of the electric vehicle.

[0130] Specifically, the first valve body V1 may include a first port 1, a second port 2, a fifth port 5, and a sixth port 6. The thermal management system may further include an air conditioning box in the vehicle cabin, a first condenser, and a first pump B1. An inlet Cb1 of the second passage of the cooler is connected to the fifth port 5 of the first valve body V1, and an outlet Cb2 of the second passage of the cooler is connected to the sixth port 6 of the first valve body V1. The first condenser has a first passage and a second passage that are isolated from each other. The first passage of the first condenser is located between the compressor and the first passage of the cooler, an inlet Wa1 of the first passage of the first condenser is connected to the outlet of the compressor, and an outlet Wa2 of the first passage of the first condenser is connected to the inlet Ca1 of the first passage of the cooler. The air conditioning box in the vehicle cabin has a first passage and a second passage that are isolated from each other. The inlet Ha1 of the first passage of the cabin air conditioning box is connected to the outlet of the compressor, and the outlet Ha2 of the first passage of the cabin air conditioning box is connected to the inlet of the compressor, forming a second liquid cooling loop. The water pipeline includes a first pipeline that sequentially passes through a first pump B1, a second passage of the cabin air conditioning box, and a second passage of the first condenser. The second port 2 of the first valve body V1 is connected to the inlet of the first pump B1, and the first port 1 of the first valve body V1 is connected to the outlet Wb2 of the second passage of the first condenser.

[0131] In the above embodiment, connecting the second path of the cooler to the water pipeline may specifically include connecting the second path of the cooler to the first pipeline, i.e., connecting. In addition, the different connection state may further include connecting the first pipeline, so that the first pipeline forms a second water loop by using the first valve body V1 to implement self-circulation. In this way, the second water loop can exchange heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin.

[0132] In addition, the first valve body V1 may further include a third port 3 and a fourth port 4. The thermal management system may further include a second pump B2 and a battery. In addition to the first pipeline, the water pipeline may further include a second pipeline. The second pipeline may sequentially pass through the second pump B2 and the battery, with the inlet of the second pump B2 connected to the third port 3 of the first valve body V1, the outlet of the second pump B2 connected to the inlet of the battery, and the outlet of the battery connected to the fourth port 4 of the first valve body V1.

[0133] In the above embodiment, the water pipeline may further include a second three-way valve. The second three-way valve has a first port, a second port, and a third port. The second three-way valve may divide the second pipeline into two branches. Specifically, the first port of the second three-way valve is connected to the outlet of the second pump B2, the second port of the second three-way valve is connected to the inlet of the battery, and the third port of the second three-way valve is connected to the fourth port 4 of the first valve body V1.

[0134] In the present application, the first and second pipelines of the water pipeline may be connected via the first valve body V1 or via separate valve bodies. For example, in certain embodiments, the water pipeline may further include a first three-way valve. The first three-way valve has a first port, a second port, and a third port. The first port of the first three-way valve is connected to the inlet Wb1 of the second path of the first condenser, the second port of the first three-way valve is connected to the outlet of the first pump B1, and the third port of the first three-way valve is connected to the inlet of the second pump B2.

[0135] Additionally, in the above-described embodiment, a third one-way valve may be disposed between the inlet of the second pump B2 and the inlet Wb1 of the second passage of the first condenser, and the third one-way valve is used to provide one-way communication between the inlet of the second pump B2 and the inlet Wb1 of the second passage of the first condenser.

[0136] In the above embodiment, when the first valve body V1 is switched to a connected state connecting the second path of the cooler and the water pipeline, it may specifically include connecting the second path of the cooler and the second pipeline. Of course, the first valve body V1 may alternatively be switched to another connected state. For example, the different connected state may further include separately connecting the first pipeline and the second pipeline to form a third water loop. In the connected state, the first pipeline and the second pipeline may circulate separately, and the first pipeline and the second pipeline may be connected via the first three-way valve, so that the third water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin. Alternatively, the first pipeline and the second pipeline may be directly connected via the first valve body V1. That is, the different connected state may further include connecting the first pipeline and the second pipeline to form a fourth water loop, so that the fourth water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin.

[0137] The first valve body V1 may further include a seventh port 7, an eighth port 8, and a ninth port 9. The thermal management system may further include a third pump B3 and an electric drive. The water pipeline may further include a third pipeline. The third pipeline passes through the electric drive and the third pump B3, with the inlet of the electric drive connected to the seventh port 7 of the first valve body V1 and / or the ninth port 9 of the first valve body V1, the outlet of the electric drive connected to the inlet of the third pump B3, and the outlet of the third pump B3 connected to the eighth port 8 of the first valve body V1.

[0138] In the above embodiment, if a heating unit is installed on the third pipeline, the water pipeline may further include a third three-way valve. The third three-way valve has a first port, a second port, and a third port. The first port of the third three-way valve is connected to either the seventh port 7 of the first valve body V1 or the ninth port 9 of the first valve body V1. The second port of the third three-way valve is connected to the inlet of the electric drive unit, and the third port of the third three-way valve is connected to the inlet of the heating unit, the outlet of which is connected to the inlet of the third pump B3.

[0139] In addition, the water pipeline may further include a thermal management assembly in the front compartment, the inlet of the thermal management assembly in the front compartment may be connected to the seventh port 7 of the first valve body V1, and the outlet of the thermal management assembly in the front compartment is connected to the inlet of the electric drive device.

[0140] In the above embodiment, when the first valve body V1 is switched to a state connecting the second path of the cooler and the water pipeline, the second path of the cooler may be connected to the third pipeline, so that the third pipeline exchanges heat with the first liquid cooling loop through the second path of the cooler. Alternatively, the connected state may include connecting the second path of the cooler, the second pipeline, and the third pipeline, so that the three pipelines are connected and circulation is performed.

[0141] In the fourth embodiment, the evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and the heater core may be disposed in the second passage of the air conditioning box in the vehicle cabin. Alternatively, the evaporator may be disposed in the first passage of the air conditioning box in the vehicle cabin, and the second condenser may be disposed in the second passage of the air conditioning box in the vehicle cabin.

[0142] Based on the same technical concept, the present application provides an electric vehicle. The electric vehicle includes a controller and a thermal management system according to a fourth embodiment. The controller is connected to a first valve body V1 of the thermal management system. The controller is configured to control the first valve body V1 to switch between different connection states, so that the thermal management system operates in one of a mode in which the passenger compartment is heated separately, a mode in which the battery is heated separately, and a mode in which the passenger compartment and the battery are heated simultaneously. This design allows the electric vehicle to freely switch between a mode in which the passenger compartment is heated separately, a mode in which the battery is heated separately, and a mode in which the passenger compartment and the battery are heated simultaneously. This helps to heat the passenger compartment in low-temperature environments and improves the user's driving experience.

[0143] In the following, the switching of the first valve body V1 between different connection states will be described using an example in which the heating unit is disposed in the first liquid cooling loop, the second liquid cooling loop, or the first pipeline.

[0144] As shown in FIG. 15, when the external ambient temperature of the electric vehicle is excessively low, during the cold start phase (M11), the first valve body V1 may be switched to a connected state, i.e., the first port 1 and the second port 2, and the seventh port 7 and the eighth port 8 of the first valve body V1 are connected to each other. In this case, the heating unit includes a heater independently disposed at the outlet Ca2 of the first path of the cooler to heat the first cooling medium flowing out of the outlet Ca2 of the first path of the cooler, and the compressor is turned on at a low rotational speed. At this time, the temperature in the passenger compartment gradually increases. As the inlet pressure of the compressor gradually increases to above 1 atmosphere, the rotational speed of the compressor may gradually increase. In this phase, a mode in which the passenger compartment is individually heated may be implemented. Alternatively, the heating unit may include a connected compressor motor and a motor controller. The compressor may include a compressor body and a scroll disposed on the compressor body. The compressor motor is connected to the scroll.

[0145] During the cold start phase (M11), the temperature inside the vehicle cabin gradually rises. When the temperature inside the vehicle cabin is higher than a specific temperature, the first valve element V1 can be switched from the M11 connection state to the stable phase (M12) connection state. As shown in FIGS. 16 to 19, the connection state of the first valve element V1 during the stable phase (M12) can be the same as the connection state during the cold start phase (M11). The heating unit may be disposed at the outlet Ca2 of the first passage of the cooler, the inlet of the compressor, or the inlet Ha1 of the first passage of the air conditioning box inside the vehicle cabin. As shown in FIGS. 20 to 22, the first valve element V1 can be switched from the M11 connection state to another connection state during the stable phase (M12). That is, the first port 1 and the second port 2, the third port 3 and the sixth port 6, the fourth port 4 and the fifth port 5, and the seventh port 7 and the eighth port 8 of the first valve element V1 are connected to each other. The heating unit may be arranged between the inlet of the compressor and the outlet Wa2 of the first path of the first condenser, or may be arranged at the inlet of the compressor, or may be arranged between the first pump B1 and the inlet Hb1 of the second path of the air conditioning box in the vehicle cabin.

[0146] As shown in Fig. 23, in the event of a failure of the refrigerant system, the heating unit can be disposed between the first pump B1 and the inlet Hb1 of the second path of the air conditioning box in the vehicle cabin. The first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are in communication with each other, or as shown in Fig. 24, the first valve body V1 may be switched to a state in which the first port 1 and the third port 3 are in communication with each other and the second port 2 and the fourth port are in communication with each other.

[0147] 25, in the process of heating the refrigerant system failing, when the temperature of the passenger compartment reaches a predetermined temperature, the heating mode enters a stable state. In this case, the first valve body V1 can be switched to a state in which the first port 1 communicates with the second port 2, the fifth port 5 communicates with the eighth port 8, and the sixth port 6 communicates with the seventh port 7. The heating unit can be disposed at the outlet Ca2 of the first path of the cooler.

[0148] Under low temperature conditions, when the heating unit is disposed at the outlet Ca2 of the first path of the cooler, as shown in Figures 27 to 29, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are connected, the third port 3 and the sixth port 6 are connected, the fourth port 4 and the fifth port 5 are connected, and the seventh port 7 and the eighth port 8 are connected, or as shown in Figure 30, the first valve body V1 may alternatively be switched to a state in which the first port 1 and the second port 2 are connected, the third port 3 and the fourth port 4 are connected, the fifth port 5 and the eighth port 8 are connected, and the sixth port 6 and the seventh port 7 are connected.

[0149] In a cryogenic environment, when the heating unit is placed at the outlet Ca2 of the first path of the cooler, as shown in FIG. 31, the first valve body V1 may be switched to a state in which the first port 1 and the third port 3 are connected and the second port 2 and the fourth port 4 are connected, or alternatively, as shown in FIG. 32, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are connected and the third port 3 and the fourth port 4 are connected.

[0150] As shown in Figure 33, if the external ambient temperature of the electric vehicle is too low, the first valve element V1 can be further switched to the cold start phase (M21), i.e., the ports are not connected to each other. In this case, the heating unit is located at the outlet Ca2 of the first path of the cooler. Solenoid valve V2 is opened, and V3 is closed. The high-temperature first cooling medium from the compressor enters the second condenser, then passes through one-way valve CV2 into the second liquid storage tank, then passes through the throttle valve and enters the cooler. After being heated by the heater, the first cooling medium enters the compressor through Pt1. When the temperature of the passenger compartment reaches a certain temperature, the thermal management system enters the stable phase (M22). In this case, the state of the first valve element V1 does not change.

[0151] In an extremely low temperature environment, when the heating unit is placed at the outlet Ca2 of the first path of the cooler, as shown in Figures 36 and 28, the first valve body V1 may be switched to a state in which the first port 1 and the third port 3 are connected and the second port 2 and the fourth port 4 are connected, or as shown in Figure 37, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are connected and the third port 3 and the fourth port 4 are connected.

[0152] During the driving process, the thermal management system may also perform heating. As shown in Figures 39 to 41, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are in communication with each other, the third port 3 and the sixth port 6 are in communication with each other, and the fourth port 4 and the fifth port 5 are in communication with each other. As shown in Figure 42, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 are in communication with each other, and the third port 3 and the fourth port 4 are in communication with each other.

[0153] Even if the heater is in a different position, the heater can still heat the passenger compartment in the stable phase. As shown in Figures 43 to 46, the first valve body V1 can be switched to a state where there is no port communicating.

[0154] In the following, the switching of the first valve body V1 between different connection states will be explained using an example in which a heating unit is arranged on the second pipeline.

[0155] In a low-temperature environment, as shown in Figure 47, the first valve body V1 is switched to a state in which the first port 1 and the third port 3 communicate with each other, and the second port 2 and the fourth port 4 communicate with each other. Alternatively, as shown in Figures 48 and 49, the first valve body V1 may be switched to a state in which the first port 1 and the second port 2 communicate with each other, the third port 3 and the sixth port 6 communicate with each other, and the fourth port 4 and the fifth port 5 communicate with each other.

[0156] In the event of a refrigerant system failure, the thermal management system can heat the vehicle cabin. As shown in Figure 50, the first valve body V1 can be switched to a state in which the first port 1 and the third port 3 are in communication with each other, and the fourth port 4 and the fifth port 5 are in communication with each other. The thermal management system can heat the battery. The first valve body V1 can be switched to a state in which the third port 3 and the sixth port 6 are in communication with each other, and the fourth port 4 and the fifth port 5 are in communication with each other.

[0157] As shown in Figures 53, 57, and 58, the first valve body V1 can be switched to a state in which there is no communicating port. When the first condenser stops operating, the first cooling medium flowing out from the compressor outlet can flow into the second condenser. In the air conditioning box inside the vehicle cabin, the low-temperature, low-pressure first cooling medium in the evaporator exchanges heat with the high-temperature, high-pressure first cooling medium in the second condenser, thereby maintaining the air blown out from the air conditioning box inside the vehicle cabin at a relatively appropriate temperature.

[0158] As shown in Figure 55, if the refrigerant system fails, the heater heats the third cooling medium in the battery heat exchange loop to heat the battery. The first valve body V1 can be switched to a state in which the third port 3 communicates with the sixth port 6 and the fourth port 4 communicates with the fifth port 5.

[0159] As shown in Figure 56, if the refrigerant loop fails, the thermal management system can heat the passenger compartment. The first valve body V1 can be switched to a state where the first port 1 communicates with the third port 3 and the second port 2 communicates with the fourth port 4.

[0160] In the following, the switching of the first valve body V1 between different connection states is explained using an example in which a heating unit is arranged on the third pipeline.

[0161] As shown in FIG. 59, in a low-temperature environment, the thermal management system may heat the passenger compartment of the electric vehicle. In this case, the first valve element V1 may be switched to a state in which the first port 1 and the second port 2 are in communication with each other, the fifth port 5 and the eighth port 8 are in communication with each other, and the sixth port 6 and the seventh port 7 are in communication with each other. Alternatively, as shown in FIG. 60, the first valve element V1 may be switched to a state in which the sixth port 6 and the seventh port 7 are in communication with each other and the fifth port 5 and the eighth port 8 are in communication with each other, or a state in which the sixth port 6 and the seventh port 7 are in communication with each other, the sixth port 6 and the ninth port 9 are in communication with each other, and the fifth port 5 and the eighth port 8 are in communication with each other. Alternatively, as shown in FIG. 61, the first valve element V1 may be switched to a state in which the first port 1 and the second port 2 are in communication with each other, the fifth port 5 and the eighth port 8 are in communication with each other, and the sixth port 6 and the ninth port 9 are in communication with each other. As shown in FIG. 62, the first valve body V1 may be switched to a state in which the fifth port 5 and the eighth port 8 communicate with each other, and the sixth port 6 and the ninth port 9 communicate with each other.

[0162] It is obvious that those skilled in the art can make various modifications and variations to this application without departing from the scope of this application. This application intends to cover these modifications and variations of this application, provided that they fall within the scope of protection defined by the following claims and their equivalent technologies.

Claims

1. A thermal management system, comprising: a water pipeline; a first valve body; a cooler; a compressor; and a heating unit; The inlet and outlet of the water pipeline are separately connected to the first valve body; the cooler has a first passage and a second passage isolated from each other, an inlet of the first passage of the cooler connected to an outlet of the compressor, and an outlet of the first passage of the cooler connected to an inlet of the compressor to form a first liquid cooling loop, and the inlet and outlet of the second passage of the cooler are separately connected to the first valve body; the first valve body is configured to switch between different connection states, and the different connection states include connecting the second path of the cooler and the water pipeline to form a first water loop, thereby performing heat exchange between the first water loop and the first liquid cooling loop; The heating unit is disposed in the first liquid cooling loop, at the inlet of the second path of the cooler, or on the water pipeline. Thermal management system.

2. the first valve body includes a first port, a second port, a fifth port, and a sixth port; and the thermal management system further includes an air conditioning box in a vehicle cabin, a first condenser, and a first pump. the inlet of the second passage of the cooler is connected to the fifth port of the first valve body, and the outlet of the second passage of the cooler is connected to the sixth port of the first valve body; the first condenser has a first path and a second path isolated from each other, the first path of the first condenser is located between the compressor and the first path of the cooler, an inlet of the first path of the first condenser is connected to the outlet of the compressor, and an outlet of the first path of the first condenser is connected to the inlet of the first path of the cooler; the air conditioning box in the vehicle compartment has a first path and a second path isolated from each other, an inlet of the first path of the air conditioning box in the vehicle compartment connected to the outlet of the compressor, and an outlet of the first path of the air conditioning box in the vehicle compartment connected to the inlet of the compressor to form a second liquid cooling loop; The water pipeline includes a first pipeline, which sequentially passes through the first pump, the second path of the air conditioning box in the vehicle interior, and the second path of the first condenser, an inlet of the first pump connected to the second port of the first valve body, and an outlet of the second path of the first condenser connected to the first port of the first valve body. The thermal management system of claim 1 .

3. 3. The thermal management system of claim 2, wherein the different connection states further include connecting the first pipeline to form a second water loop, whereby the second water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin.

4. the first valve body further includes a third port and a fourth port; and the thermal management system further includes a second pump and a battery. The water pipeline further includes a second pipeline, the second pipeline sequentially passing through the second pump and the battery, the inlet of the second pump connected to the third port of the first valve body, the outlet of the second pump connected to the inlet of the battery, and the outlet of the battery connected to the fourth port of the first valve body. The thermal management system according to claim 2 or 3.

5. the water pipeline further comprises a second three-way valve, the second three-way valve having a first port, a second port, and a third port; the first port of the second three-way valve is connected to the outlet of the second pump, the second port of the second three-way valve is connected to the inlet of the battery, and the third port of the second three-way valve is connected to the fourth port of the first valve body; The thermal management system of claim 4 .

6. 6. The thermal management system of claim 4 or 5, wherein the water pipeline further comprises a first three-way valve having a first port, a second port, and a third port, the first port of the first three-way valve being connected to an inlet of the second path of the first condenser, the second port of the first three-way valve being connected to an outlet of the first pump, and the third port of the first three-way valve being connected to the inlet of the second pump.

7. 7. The thermal management system of claim 6, wherein a third one-way valve is disposed between the inlet of the second pump and the inlet of the second passage of the first condenser, the third one-way valve being used to provide one-way communication between the inlet of the second pump and the inlet of the second passage of the first condenser.

8. connecting the second path of the cooler and the water pipeline includes connecting the second path of the cooler and the second pipeline; The different connection states further include separately connecting the first pipeline and the second pipeline to form a third water loop, so that the third water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle cabin; or The different connection state further includes connecting the first pipeline and the second pipeline to form a fourth water loop, whereby the fourth water loop exchanges heat with the first liquid cooling loop through the air conditioning box in the vehicle compartment. The thermal management system of claim 7.

9. the first valve body further comprises a seventh port, an eighth port, and a ninth port; and the thermal management system further comprises a third pump and an electric drive unit. The water pipeline further includes a third pipeline, the third pipeline passing through the electric drive device and the third pump, an inlet of the electric drive device connected to the seventh port of the first valve body and / or the ninth port of the first valve body, an outlet of the electric drive device connected to the inlet of the third pump, and an outlet of the third pump connected to the eighth port of the first valve body. A thermal management system according to any one of claims 4 to 8.

10. When the heating unit is disposed on the third pipeline, the water pipeline further includes a third three-way valve, the third three-way valve having a first port, a second port, and a third port; the first port of the third three-way valve is connected to the seventh port of the first valve body or the ninth port of the first valve body, the second port of the third three-way valve is connected to the inlet of the electric drive device, the third port of the third three-way valve is connected to the inlet of the heating unit, and the outlet of the heating unit is connected to the inlet of the third pump. The thermal management system of claim 9.

11. 11. The thermal management system of claim 10, wherein the water pipeline further comprises a thermal management assembly in a front compartment, an inlet of the thermal management assembly in the front compartment connected to the seventh port of the first valve body, and an outlet of the thermal management assembly in the front compartment connected to the inlet of the electric drive unit.

12. connecting the second path of the cooler and the water pipeline, Connecting the second path of the cooler and the third pipeline, or connecting the second path of the cooler, the second pipeline, and the third pipeline. The thermal management system of claim 10 , comprising:

13. An electric vehicle comprising a controller and a thermal management system according to any one of claims 1 to 12, the controller is connected to a first valve element of the thermal management system, and the controller is configured to control the first valve element to switch between different connection states, so that the thermal management system operates in one of a mode in which a passenger compartment is heated separately, a mode in which a battery is heated separately, and a mode in which the passenger compartment and the battery are heated simultaneously; Electric vehicle.

14. 1. A thermal management system comprising a thermal system loop and a heater, the heater being disposed within the thermal system loop; the thermal system loop includes a compressor, a cooler, and an air conditioning box in the vehicle cabin, the cooler having a first path, the air conditioning box in the vehicle cabin having a first path, an outlet of the compressor connected to an inlet of the first path of the cooler and an inlet of the first path of the air conditioning box in the vehicle cabin, and an inlet of the compressor connected to an outlet of the first path of the cooler and an outlet of the first path of the air conditioning box in the vehicle cabin; a first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first path of the cooler and between the compressor and the first path of the air conditioning box in the vehicle cabin; and the heater is configured to heat the first cooling medium. Thermal management system.

15. 15. The thermal management system of claim 14, wherein the thermal system loop further comprises a first throttle valve, the first throttle valve being connected between the outlet of the first path of the air conditioning box in the passenger compartment and the inlet of the compressor, and the first throttle valve being used to connect or disconnect the outlet of the first path of the air conditioning box in the passenger compartment and the inlet of the compressor to each other.

16. the heater is an independently disposed heating device; the heating device is disposed between the cooler and the compressor, and an inlet of the heating device is connected to the outlet of the first path of the cooler, and an outlet of the heating device is connected to the inlet of the compressor; or the heating device is disposed at the inlet of the compressor, and an inlet of the heating device is connected to the outlet of the first path of the cooler and the outlet of the first path of the air conditioning box in the vehicle compartment, and an outlet of the heating device is connected to the inlet of the compressor.

16. The thermal management system of claim 14 or 15.

17. 16. The thermal management system of claim 14 or 15, wherein the heater is disposed on the compressor, the heater comprising a compressor motor and a motor controller connected to each other, the compressor comprising a compressor body and a scroll disposed on the compressor body, and the compressor motor connected to the scroll.

18. 16. The thermal management system of claim 14 or 15, wherein the thermal system loop further comprises a first condenser, the first condenser having a first path, an inlet of the first path of the first condenser connected to the outlet of the compressor, and an outlet of the first path of the first condenser connected to the inlet of the first path of the cooler and the inlet of the first path of the air conditioning box in the vehicle cabin.

19. the air conditioning box in the vehicle interior further has a second path, the first path of the air conditioning box in the vehicle interior and the second path of the air conditioning box in the vehicle interior are isolated from each other, an evaporator is disposed in the first path of the air conditioning box in the vehicle interior, a heater core is disposed in the second path of the air conditioning box in the vehicle interior, the first condenser further has a second path, the first path of the first condenser and the second path of the first condenser are isolated from each other, The thermal management system further comprises a first valve body, the first valve body comprising a first passage, the first passage of the first valve body having a first port and a second port; the thermal system loop further comprises a first pump, the second port of the first valve body being connected to an inlet of the first pump, an outlet of the first pump being connected to an inlet of the heater core, an outlet of the heater core being connected to an inlet of the second passage of the first condenser, and an outlet of the second passage of the first condenser being connected to the first port of the first valve body; a second cooling medium is further provided in the thermal system loop, and the first pump is configured to drive the second cooling medium to circulate between the second path of the first condenser and the heater core; The thermal management system of claim 18.

20. 20. The thermal management system of claim 19, wherein the thermal system loop further comprises a first liquid storage tank, an inlet of the first liquid storage tank connected to the outlet of the first path of the first condenser, and an outlet of the first liquid storage tank connected to the inlet of the first path of the chiller and to the inlet of the evaporator.

21. 21. The thermal management system of claim 19 or 20, wherein the thermal system loop further comprises a liquid-gas separator, an inlet of the liquid-gas separator connected to the outlet of the first path of the cooler and to the outlet of the evaporator, and an outlet of the liquid-gas separator connected to the inlet of the compressor.

22. the air conditioning box in the vehicle compartment further has a second path, the first path of the air conditioning box in the vehicle compartment and the second path of the air conditioning box in the vehicle compartment are isolated from each other, an evaporator is disposed in the first path of the air conditioning box in the vehicle compartment, a second condenser is disposed in the second path of the air conditioning box in the vehicle compartment, an inlet of the second condenser is connected to the outlet of the compressor, and an outlet of the second condenser is connected to the inlet of the first path of the cooler and the inlet of the evaporator, the first condenser further has a second path, and the first path of the first condenser and the second path of the first condenser are isolated from each other; The thermal management system further comprises a first valve body, the first valve body comprising a first passage, the first passage of the first valve body having a first port and a second port; the thermal system loop further comprises a first pump, the second port of the first valve body being connected to an inlet of the first pump, the outlet of the first pump being connected to an inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser being connected to the first port of the first valve body; a second cooling medium is further provided in the thermal system loop, and the first pump is configured to drive the second cooling medium to circulate within the second path of the first condenser; The thermal management system of claim 18.

23. 23. The thermal management system of claim 22, wherein the thermal system loop further comprises a second liquid storage tank, an inlet of the second liquid storage tank connected to the outlet of the first path of the first condenser and the outlet of the second condenser, and an outlet of the second liquid storage tank connected to the inlet of the first path of the chiller and the inlet of the evaporator.

24. a first one-way valve is disposed between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank, and the first one-way valve is used to unidirectionally communicate the outlet of the first passage of the first condenser with the inlet of the second liquid storage tank; a second one-way valve is disposed between the outlet of the second condenser and the inlet of the second liquid storage tank, and the second one-way valve is used to unidirectionally communicate the outlet of the second condenser with the inlet of the second liquid storage tank; 24. The thermal management system of claim 23.

25. an inlet of the heater connected to the outlet of the first pump and an outlet of the heater connected to the inlet of the second path of the first condenser; or an inlet of the heater connected to the outlet of the second path of the first condenser, and an outlet of the heater connected to the inlet of the first pump; 25. The thermal management system of any one of claims 19 to 24.

26. the heater is disposed between the first condenser and the air conditioning box in the vehicle compartment, the inlet of the heater is connected to the outlet of the first path of the first condenser, and the outlet of the heater is connected to the inlet of the first path of the air conditioning box in the vehicle compartment; or the heater is disposed between the first condenser and the compressor, the inlet of the heater is connected to the outlet of the first path of the first condenser, and the outlet of the heater is connected to the inlet of the compressor.

25. The thermal management system of any one of claims 18 to 24.

27. the thermal management system further comprises a battery heat exchange loop, the battery heat exchange loop comprising a battery and a second pump; the first valve body further includes a second passage and a third passage, the second passage of the first valve body having a third port and a sixth port, and the third passage of the first valve body having a fourth port and a fifth port; the third port of the first valve body is connected to the inlet of the second pump, the outlet of the second pump is connected to the inlet of the battery, and the outlet of the battery is connected to the fourth port of the first valve body; the cooler further has a second passage, the first passage of the cooler and the second passage of the cooler are isolated from each other, the fifth port of the first valve body is connected to an inlet of the second passage of the cooler, and the outlet of the second passage of the cooler is connected to the sixth port of the first valve body; the second pump is configured to drive a third cooling medium to circulate between the battery heat exchange loop and a second path of the cooler; 26. The thermal management system of any one of claims 19 to 25.

28. 28. The thermal management system of claim 27, wherein the first valve body further comprises a fourth passage and a fifth passage, the fourth passage of the first valve body having the first port and the third port, and the fifth passage of the first valve body having the second port and the fourth port.

29. 29. The thermal management system of claim 27 or 28, wherein the inlet of the second pump is connected to the inlet of the second path of the first condenser, and a first three-way valve is disposed between the inlet of the second path of the first condenser and the outlet of the first pump, the first three-way valve having a first port, a second port, and a third port, the first port of the first three-way valve being connected to the inlet of the second path of the first condenser, the second port of the first three-way valve being connected to the outlet of the first pump, and the third port of the first three-way valve being connected to the inlet of the second pump.

30. 30. The thermal management system of claim 29, wherein a third one-way valve is disposed between the inlet of the second pump and the inlet of the second path of the first condenser, the third one-way valve being used to provide one-way communication between the inlet of the second pump and the inlet of the second path of the first condenser.

31. 31. An electric vehicle comprising a controller and a thermal management system according to any one of claims 14 to 30, wherein the controller is connected to the thermal management system and is configured to control the thermal management system to operate in a mode in which the passenger compartment is individually heated.

32. 32. The electric vehicle of claim 31, wherein the thermal management system further comprises a first valve body and a battery heat exchange loop, the controller connected to the first valve body, and the controller configured to control ports of the first valve body to communicate with or not communicate with each other, whereby the thermal management system is configured to operate in one of a mode in which the passenger compartment is heated separately, a mode in which the battery is heated separately, and a mode in which the passenger compartment and the battery are heated simultaneously.

33. a thermal management system comprising a thermal system loop, a first valve body, a battery heat exchange loop, and a heater, the heater being disposed within the battery heat exchange loop; the first valve body includes a second passage and a third passage, the second passage of the first valve body includes a third port and a sixth port, and the third passage of the first valve body includes a fourth port and a fifth port; the thermal system loop includes a compressor and a cooler, the cooler having a first path and a second path isolated from each other, an inlet of the first path of the cooler connected to an outlet of the compressor, an outlet of the first path of the cooler connected to an inlet of the compressor, an inlet of the second path of the cooler connected to the fifth port of the first valve body, and an outlet of the second path of the cooler connected to the sixth port of the first valve body; a first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first path of the cooler; the battery heat exchange loop includes a second pump, a second three-way valve, and a battery, the second three-way valve having a first port, a second port, and a third port, an inlet of the second pump connected to the third port of the first valve body, an outlet of the second pump connected to the first port of the second three-way valve, the second port of the second three-way valve connected to an inlet of the battery, and the third port of the second three-way valve and the outlet of the battery connected to the fourth port of the first valve body, and the second pump is configured to drive a third cooling medium to circulate between the battery heat exchange loop and a second path of the cooler; the heater is configured to heat the third cooling medium, whereby the third cooling medium can exchange heat with the first cooling medium in the cooler when circulating through the battery heat exchange loop, thereby heating the first cooling medium; Thermal management system.

34. an inlet of the heater connected to the third port of the second three-way valve and an outlet of the heater connected to the fourth port of the first valve body; an inlet of the heater connected to the third port of the second three-way valve and the outlet of the battery, and an outlet of the heater connected to the fourth port of the first valve body; or an inlet of the heater connected to the fifth port of the first valve body, and an outlet of the heater connected to the inlet of the second path of the cooler; 34. The thermal management system of claim 33.

35. the first valve body further includes a first passage, the first passage having the first port and the second port; the thermal system loop further includes a first condenser, an interior air conditioning box, and a first pump, the first condenser having a first path and a second path isolated from each other, the interior air conditioning box including an evaporator and a first heater core; an inlet of the first passage of the first condenser connected to the outlet of the compressor, an outlet of the first passage of the first condenser connected to the inlet of the first passage of the cooler and to the inlet of the evaporator, an outlet of the evaporator connected to the inlet of the compressor, the second port of the first valve body connected to the inlet of the first pump, an outlet of the first pump connected to the inlet of the first heater core, an outlet of the first heater core connected to the inlet of the second passage of the first condenser, and an outlet of the second passage of the first condenser connected to the first port of the first valve body; a second cooling medium is further provided in the thermal system loop, and the first pump is configured to drive the second cooling medium to circulate between the second path of the first condenser and the second path of the air conditioning box in the vehicle compartment; 35. The thermal management system of claim 33 or 34.

36. 36. The thermal management system of claim 35, wherein the thermal system loop further comprises a first liquid storage tank, an inlet of the first liquid storage tank connected to the outlet of the first path of the first condenser, and an outlet of the first liquid storage tank connected to the inlet of the first path of the chiller and the inlet of the evaporator.

37. 36. The thermal management system of claim 35, wherein the thermal system loop further comprises a liquid-gas separator, an inlet of the liquid-gas separator connected to the outlet of the first path of the chiller and the outlet of the evaporator, and an outlet of the liquid-gas separator connected to the inlet of the compressor.

38. the first valve body further includes a first passage, the first passage having the first port and the second port; The thermal system loop further includes a first condenser, an air conditioning box in the vehicle cabin, and a first pump, the first condenser having a first path and a second path isolated from each other, and the air conditioning box in the vehicle cabin includes an evaporator and a second condenser; the outlet of the compressor is connected to the inlet of the first passage of the first condenser and the inlet of the second condenser, the outlet of the first passage of the first condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator, the outlet of the second condenser is connected to the inlet of the first passage of the cooler and the inlet of the evaporator, the outlet of the evaporator is connected to the inlet of the compressor, the second port of the first valve body is connected to the inlet of the first pump, the outlet of the first pump is connected to the inlet of the second passage of the first condenser, and the outlet of the second passage of the first condenser is connected to the first port of the first valve body, a second cooling medium is further provided in the thermal system loop, and the first pump is configured to drive the second cooling medium to circulate within the second path of the first condenser; 35. The thermal management system of claim 33 or 34.

39. 39. The thermal management system of claim 38, wherein the air conditioning box in the passenger compartment further comprises a second heater core, an inlet of the second heater core connected to the outlet of the first pump, and an outlet of the second heater core connected to the inlet of the second path of the first condenser.

40. 40. The thermal management system of claim 38 or 39, wherein the thermal system loop further comprises a second liquid storage tank, the inlet of the second liquid storage tank being connected to the outlet of the first path of the first condenser and the outlet of the second condenser, and the outlet of the second liquid storage tank being connected to the inlet of the first path of the cooler and the inlet of the evaporator.

41. a first one-way valve is disposed between the outlet of the first passage of the first condenser and the inlet of the second liquid storage tank, and the first one-way valve is used to unidirectionally communicate the outlet of the first passage of the first condenser with the inlet of the second liquid storage tank; a second one-way valve is disposed between the outlet of the second condenser and the inlet of the second liquid storage tank, and the second one-way valve is used to unidirectionally communicate the outlet of the second condenser with the inlet of the second liquid storage tank; 41. The thermal management system of claim 40.

42. 42. An electric vehicle comprising a controller and a thermal management system according to any one of claims 33 to 41, the controller is connected to a first valve body of the thermal management system, and the controller is configured to control ports of the first valve body to communicate with or not communicate with each other, so that the thermal management system operates in one of a mode in which a passenger compartment is heated separately, a mode in which a battery is heated separately, and a mode in which the passenger compartment and the battery are heated simultaneously; Electric vehicle.

43. a thermal management system including a thermal system loop, a first valve body, an electrically powered heat dissipation loop, and a heater, the heater being disposed within the electrically powered heat dissipation loop; the first valve body includes a tenth path, a ninth path, and a twelfth path, the tenth path of the first valve body has a fifth port and an eighth port, the ninth path of the first valve body has a sixth port and a seventh port, and the twelfth path of the first valve body has a sixth port and a ninth port; the thermal system loop includes a compressor and a cooler, the cooler having a first path and a second path isolated from each other, an inlet of the first path of the cooler connected to an outlet of the compressor, an outlet of the first path of the cooler connected to an inlet of the compressor, an inlet of the second path of the cooler connected to the fifth port of the first valve body, and an outlet of the second path of the cooler connected to the sixth port of the first valve body; a first cooling medium is provided in the thermal system loop, and the first cooling medium circulates between the compressor and the first path of the cooler; the electrically driven heat dissipation loop comprises an electric drive device, a third pump, a water tank, and a third three-way valve, an inlet of the electric drive device connected to the seventh port of the first valve body and the ninth port of the first valve body, an outlet of the electric drive device connected to the water tank and the inlet of the third pump, an outlet of the heater connected to the inlet of the third pump, and the third pump configured to drive a fourth cooling medium to circulate between the electrically driven heat dissipation loop and the cooler; the third three-way valve has a first port, a second port, and a third port, the first port of the third three-way valve is connected to the ninth port of the first valve body or the first port of the third three-way valve is connected to the seventh port of the first valve body, the second port of the third three-way valve is connected to the inlet of the electric drive device, and the third port of the third three-way valve is connected to the inlet of the heater; the heater is configured to heat the fourth cooling medium, such that the fourth cooling medium can exchange heat with the first cooling medium in the cooler when circulating between the electrically powered heat dissipation loop and the cooler, thereby heating the first cooling medium; Thermal management system.

44. the electrically driven heat dissipation loop further comprises a thermal management assembly in a front compartment, an inlet of the thermal management assembly in the front compartment connected to the seventh port of the first valve body, and an outlet of the thermal management assembly in the front compartment connected to the inlet of the electric drive; the second port of the third three-way valve is connected to the inlet of the thermal management assembly in the front compartment, or the second port of the third three-way valve is connected to the outlet of the thermal management assembly in the front compartment and the inlet of the electric drive unit; 44. The thermal management system of claim 43.

45. 45. An electric vehicle comprising a controller and a thermal management system according to claim 43 or 44, wherein the controller is connected to the thermal management system, and the control device is configured to control the ports of the first valve body to be in or out of communication with each other, whereby the thermal management system operates in a mode in which the passenger compartments are individually heated.

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