Thermal management system, vehicle, and thermal management method

Abstract

The present application provides a thermal management system, a vehicle, and a thermal management method, the thermal management system comprising a tank assembly and a valve unit, the tank assembly comprising a case and a cover plate, the case covering the cover plate and forming a receiving chamber together with the cover plate, the valve unit being attached to the case, the receiving chamber having a plurality of pipes for liquid circulation, the case having a plurality of connection ports communicating with the receiving chamber, a first end of the pipes corresponding to and communicating with the connection ports, a second end of the pipes and a portion of the pipes being located outside the receiving chamber, the valve unit having a plurality of valve ports, the valve ports corresponding to and communicating with the connection ports. The thermal management system provided by the present application can shorten the total length of the pipes, reduce the flow resistance in the pipes, and improve the working efficiency of the system.

Description

[Technical Field]

[0001] The present application relates to the field of vehicle technology, and in particular to thermal management systems, vehicles, and thermal management methods. [Background technology]

[0002] With the popularity of new energy vehicles, the importance of vehicle thermal management systems is increasing. Compared with traditional gasoline vehicles, the thermal management systems of new energy vehicles are more complex and have higher requirements.

[0003] Currently, pure electric vehicles typically require numerous thermal management components, such as water pumps, heat exchangers, water-cooled condensers, two-way solenoid valves, two-way proportional valves, and cooling lines, to meet the overall vehicle thermal management requirements. Meanwhile, to improve the driving range of electric vehicles, increasing requirements are being placed on the design of the overall vehicle thermal management operating mode, and the number of components required for the thermal management system is correspondingly increasing. Because the components are distributed, they take up a large amount of space after installation on the vehicle, and in order to meet the overall vehicle thermal management requirements, a large number of cooling lines are required to allow the coolant to flow between the distributed components.

[0004] However, if a large number of cooling pipes are used for connection, the length of the cooling pipes in the entire system becomes long, the flow resistance of the coolant in the cooling pipes becomes large, and the operating efficiency of the thermal management system becomes low. Summary of the Invention [Problem to be solved by the invention]

[0005] The present application provides a thermal management system, vehicle, and thermal management method to solve the problem that, in conventional technology, when a large number of cooling pipes are used and connected, the length of the cooling pipes in the entire system becomes long, the flow resistance of the coolant in the cooling pipes becomes large, and the operating efficiency of the thermal management system becomes low. [Means for solving the problem]

[0006] According to a first aspect, the present application provides a thermal management system for a vehicle, the thermal management system comprising: a tank assembly, a valve unit, a radiator, and a heat exchanger, the tank assembly comprising a case and a cover plate, the case covering the cover plate and forming an accommodating chamber together with the cover plate, the valve unit attached to the case, a plurality of pipes for liquid circulation within the storage chamber, a plurality of connection ports on the case that communicate with the storage chamber, first ends of the pipes communicating with the connection ports in a one-to-one correspondence, and second ends of the pipes and a portion of the pipes located outside the storage chamber; The valve unit has a plurality of valve ports, and the valve ports communicate with the connection ports in one-to-one correspondence. The valve unit includes a first multi-way valve and a second multi-way valve. The plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports. The first valve ports are located on the first multi-way valve, and the second valve ports are located on the second multi-way valve. The radiator and the heat exchanger communicate with different pipes, respectively.

[0007] According to a second aspect, the present application provides a thermal management system for use in a vehicle, the thermal management system comprising: a tank assembly, a pump assembly, and a valve unit, the tank assembly comprising a case and a cover plate, the case covering the cover plate and forming an accommodating chamber together with the cover plate, the pump assembly and the valve unit being respectively attached to the case; a plurality of pipes for liquid circulation within the storage chamber, a plurality of connection ports on the case that communicate with the storage chamber, first ends of the pipes communicating with the connection ports in a one-to-one correspondence, and second ends of the pipes and a portion of the pipes located outside the storage chamber; The valve unit has a plurality of valve ports, and the valve ports communicate with the connection ports in one-to-one correspondence. The valve unit is used to control disconnection or communication between the connection ports and the valve ports corresponding to the connection ports, thereby controlling disconnection or communication between the pipes.

[0008] In one possible implementation, in the thermal management system provided by the present application, a surface of the case facing the cover plate has a first mounting area and a second mounting area, the plurality of connection ports include a plurality of first connection ports and a plurality of second connection ports, the first connection ports are located in the first mounting area, and the second connection ports are located in the second mounting area; the valve unit includes a first multi-way valve and a second multi-way valve; the plurality of valve ports includes a plurality of first valve ports and a plurality of second valve ports, the first valve ports being located on the first multi-way valve, and the second valve ports being located on the second multi-way valve; The first multi-way valve is connected within the first mounting area, and the first connection ports communicate with the first valve ports in one-to-one correspondence, and the second multi-way valve is connected within the second mounting area, and the second connection ports communicate with the second valve ports in one-to-one correspondence.

[0009] In one possible implementation, in the thermal management system provided by the present application, the plurality of pipes include a plurality of first pipes, each of the first pipes includes two first sub-pipes, a first end of one of the first sub-pipes in each of the first pipes corresponds to a first mounting area, a second end of one of the first sub-pipes in each of the first pipes is used to communicate with a drain pipe of the same part of the vehicle, a first end of another of the first sub-pipes in each of the first pipes corresponds to the first mounting area, and a second end of the other of the first sub-pipes in each of the first pipes is used to communicate with a water supply pipe of the same part of the vehicle; Parts include radiators, battery coolers, and At least one motor cooler.

[0010] In one possible implementation, in the thermal management system provided by the present application, the plurality of pipes includes a second pipe and a third pipe, a first end of the second pipe corresponding to the first mounting area, and a first end of the third pipe corresponding to the second mounting area; the second piping includes two second sub-pipes, one of which is used to communicate with a drain pipe of a heater core in the vehicle, and the other of which is used to communicate with a water supply pipe of the heater in the vehicle; The third piping has two third sub-pipes, one of which is used to communicate with the heater drain pipe, and the other of which is used to communicate with the heater core water supply pipe.

[0011] In one possible implementation, the thermal management system provided herein includes a water storage area located above each pipe within the containment chamber; The water storage area has a refill port in communication with the piping.

[0012] In one possible implementation, the thermal management system provided by the present application further includes a water-cooled condenser and a heat exchanger, the water-cooled condenser being attached to a surface of the case opposite the cover plate, the water-cooled condenser having a first inlet and a first outlet, and the heat exchanger being attached to a surface of the cover plate opposite the case, the heat exchanger having a second inlet and a second outlet; the plurality of pipes include two fourth pipes, a first end of one fourth pipe corresponds to the second mounting area and communicates with the first inlet, a first end of the other fourth pipe corresponds to the first mounting area and communicates with the first outlet; The plurality of pipes includes two fifth pipes, the first ends of which both correspond to the first mounting area, one fifth pipe communicating with the second outlet, and the other fifth pipe communicating with the second inlet.

[0013] In one possible implementation, the thermal management system provided by the present application further includes a gas-liquid separator, wherein the cover plate has a mounting portion located outside the accommodating chamber, the gas-liquid separator is attached to a surface of the mounting portion facing the case, and the gas-liquid separator is adjacent to the water-cooled condenser; The refrigerant inlet of the gas-liquid separator communicates with the refrigerant outlet of the heat exchanger, and the gas-liquid separator is further adapted to communicate with the outlet of the vehicle's air conditioning main body evaporator.

[0014] In one possible implementation, the thermal management system provided by the present application further includes an air conditioning integration valve attached to a surface of the mounting portion opposite the case and adjacent to the heat exchanger, the air conditioning integration valve communicating with a refrigerant inlet of the water-cooled condenser and a refrigerant inlet of the heat exchanger, respectively; The refrigerant outlet of the water-cooled condenser is connected to the air conditioning integration valve through a coaxial pipe; The refrigerant outlet of the gas-liquid separator is connected to the intake port of the compressor of the vehicle via a coaxial pipe; The coaxial pipe is further used to communicate with an outlet of a condenser inside the vehicle air conditioning main body; The air conditioning integration valve is further used to communicate with the inlet of the air conditioning main body internal condenser, and the air conditioning integration valve is further used to connect with the outlet of the compressor.

[0015] In one possible implementation, in the thermal management system provided by the present application, the pump assembly includes a heating water pump, a battery water pump, and a motor water pump, each of which is mounted on a surface opposite the cover plate of the case, and each of which is connected to different piping located outside the storage chamber.

[0016] According to a third aspect, the present application provides a vehicle comprising a vehicle body and a thermal management system attached to the vehicle body.

[0017] According to a fourth aspect, the present application provides a thermal management method adapted for a thermal management system, the method comprising: a step of controlling communication between a first first valve port and a second first valve port in the first multi-way valve, wherein the first first valve port communicates with a drain port of the motor cooling mechanism and the second first valve port communicates with a supply port of the radiator, and coolant in the motor cooling mechanism flows into the radiator sequentially through the first first valve port and the second first valve port; and a step of controlling communication between the third first valve port and the fourth first valve port in the first multi-way valve, wherein the drain port of the radiator is communicated with the third first valve port and the fourth first valve port is communicated with the liquid supply port of the motor cooling mechanism, and the coolant that has flowed into the radiator is cooled by the radiator, and then passes through the third first valve port and the fourth first valve port in this order before flowing into the motor cooling mechanism.

[0018] In one possible implementation, the present application provides a thermal management method, the method comprising: a step of controlling communication between the fifth first valve port and the sixth first valve port in the first multi-way valve, wherein the fifth first valve port is connected to a drain port of the battery cooling mechanism and the sixth first valve port is connected to a supply port of the heat exchanger, and the coolant in the battery cooling mechanism flows into the heat exchanger through the fifth first valve port and the sixth first valve port in this order; The method further includes a step of controlling communication between the seventh first valve port and the eighth first valve port in the first multi-way valve, wherein the drain port of the heat exchanger communicates with the seventh first valve port, the supply port of the battery cooling mechanism communicates with the eighth first valve port, and the coolant that has flowed into the heat exchanger is cooled by the heat exchanger, and then flows into the battery cooling mechanism via the seventh first valve port and the eighth first valve port in that order.

[0019] In one possible implementation, the present application provides a thermal management method, the method comprising: a step of controlling communication between the third first valve port and the eighth first valve port in the first multi-way valve, wherein the coolant that has flowed into the radiator is cooled by the radiator and then flows into the battery cooling mechanism through the third first valve port and the eighth first valve port in this order; The method further includes a step of controlling communication between the seventh first valve port and the fourth first valve port in the first multi-way valve, wherein the coolant that has flowed into the heat exchanger is cooled in the heat exchanger and then flows into the motor cooling mechanism via the seventh first valve port and the fourth first valve port in that order.

[0020] In one possible implementation, the present application provides a thermal management method, the method comprising: controlling communication between the first first valve port and the ninth first valve port in the first multi-way valve, wherein the ninth first valve port communicates with the third first valve port, and the third first valve port communicates with the fourth first valve port, and the coolant in the motor cooling mechanism flows into the motor cooling mechanism sequentially through the first first valve port, the ninth first valve port, the third first valve port, and the fourth first valve port; The method further includes a step of controlling communication between the seventh first valve port and the eighth first valve port in the first multi-way valve, wherein the coolant flowing out of the heat exchanger flows into the battery cooling mechanism through the seventh first valve port and the eighth first valve port in order.

[0021] In one possible implementation, the present application provides a thermal management method, the method comprising: controlling communication between the third first valve port and the eighth first valve port in the first multi-way valve, so that the coolant in the motor cooling mechanism flows into the battery cooling mechanism through the first first valve port, the ninth first valve port, the third first valve port, and the eighth first valve port in this order; The method further includes a step of controlling communication between the seventh first valve port and the fourth first valve port in the first multi-way valve, so that the coolant flowing out of the heat exchanger flows into the motor cooling mechanism through the seventh first valve port and the fourth first valve port in that order.

[0022] In one possible implementation, the present application provides a thermal management method, the method comprising: The method further includes the step of causing a portion of the coolant flowing out of the battery cooling mechanism to flow into the controller, and causing the coolant flowing out of the controller to flow into the heat exchanger.

[0023] In one possible implementation, the present application provides a thermal management method, the method comprising: The method further includes a step of controlling communication between the seventh first valve port and the eighth first valve port in the first multi-way valve, wherein the coolant in the battery cooling mechanism flows into the heat exchanger through the controller, and the coolant flowing out of the heat exchanger flows into the battery cooling mechanism through the seventh first valve port and the eighth first valve port.

[0024] In one possible implementation, the present application provides a thermal management method, the method comprising: controlling communication between a first second valve port and a second second valve port in the second multi-way valve, the first second valve port communicating with a drain port of the heater, the second second valve port communicating with a feed port of the heater core, and the drain port of the heater core communicating with a feed port of the heater; The coolant flowing out of the heater is 2 Valve port, second 2 and flowing through the valve port and then through the heater core into the heater. [Effects of the Invention]

[0025] The present application provides a thermal management system, a vehicle, and a thermal management method, the thermal management system comprising a tank assembly and a valve unit, the tank assembly comprising a case and a cover plate, the case covering the cover plate and forming a storage chamber together with the cover plate, the valve unit attached to the case, a plurality of pipes for liquid circulation within the storage chamber, a plurality of connection ports on the case communicating with the storage chamber, first ends of the pipes communicating with the connection ports in a one-to-one correspondence, second ends of the pipes and a portion of the pipes being located outside the storage chamber, the valve unit having a plurality of valve ports communicating with the connection ports in a one-to-one correspondence. By integrating the tank assembly, the components of the thermal management system are integratively mounted on the case and cover plate of the tank assembly, and the coolant circulation pipes are integrated inside the storage chamber, thereby integrating the components that were installed separately in the prior art into a single modular assembly. This highly integrated thermal management system not only efficiently saves installation space, but also saves a large amount of piping, reduces flow resistance in the piping, and improves thermal management work efficiency. This solves the problem of the prior art where a large number of cooling pipes are used for connection, which increases the length of the cooling pipes in the entire system and increases the flow resistance of the coolant in the cooling pipes, resulting in low operating efficiency of the thermal management system.

[0026] In order to more clearly describe the embodiments of the present application or the solutions of the prior art, the following will briefly describe the drawings that need to be used in the description of the embodiments or the prior art. Of course, the drawings described below are only some embodiments of the present application, and those skilled in the art can conceive of other drawings based on these drawings without any creative effort. [Brief explanation of the drawings]

[0027] [Figure 1] 1 is a structural schematic diagram of a thermal management system provided by the present application; [Figure 2] FIG. 2 is another structural schematic diagram of the thermal management system provided by the present application. [Figure 3]1 is a structural schematic diagram of a tank assembly in a thermal management system provided by the present application. FIG. [Figure 4] FIG. 10 is another structural schematic diagram of a tank assembly in the thermal management system provided by the present application. [Figure 5] FIG. 4 is an enlarged schematic view of A in FIG. [Figure 6] FIG. 4 is an enlarged schematic view of B in FIG. [Figure 7] 1 is a structural schematic diagram of a first multi-way valve in a thermal management system provided by the present application; [Figure 8] FIG. 2 is a structural schematic diagram of a second multi-way valve in the thermal management system provided by the present application. [Figure 9] FIG. 5 is an enlarged schematic view of C in FIG. [Figure 10] 1 is a flow diagram of a thermal management system provided by the present application. [Figure 11] FIG. 11 is an enlarged schematic view of D in FIG. [Figure 12] FIG. 11 is an enlarged schematic view of E in FIG. [Figure 13] 1 is a flow diagram of a first mode of operation of the thermal management system provided by the present application; FIG. [Figure 14] FIG. 2 is a flow diagram of a second mode of operation of the thermal management system provided by the present application. [Figure 15] FIG. 10 is a flow diagram of a third operational mode of the thermal management system provided by the present application. [Figure 16] FIG. 10 is a flow schematic diagram of a fourth operating mode of the thermal management system provided by the present application. [Figure 17] FIG. 10 is a flow diagram of a fifth operating mode of the thermal management system provided by the present application. [Figure 18] FIG. 10 is a flow diagram of a sixth operational mode of the thermal management system provided by the present application. [Figure 19] FIG. 10 is a flow diagram of a seventh operational mode of the thermal management system provided by the present application. DETAILED DESCRIPTION OF THE INVENTION

[0028] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions will be described clearly and completely below with reference to the drawings of the embodiments of the present application, and it should be understood that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments, and all other embodiments obtained by those skilled in the art without creative work based on the embodiments of the present application fall within the scope of protection of the present application.

[0029] In the description of this application, the terms "attach," "couple," and "connect" should be interpreted broadly unless otherwise clearly defined and limited, and may refer to, for example, a fixed connection, an indirect connection via an intermediate medium, an internal communication between two components, or an interactive relationship between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0030] In the description of this application, it should be understood that the terms "upper," "lower," "front," "rear," "vertical," "horizontal," "top," "bottom," "inner," "outer," etc. are merely orientations or positional relationships shown based on the orientations or positional relationships shown in the drawings to facilitate the description and explanation of this application, and do not indicate or suggest that the devices or components shown must have a particular orientation, be configured, or operate in a particular orientation, and therefore should not be understood as limitations on this application.

[0031] The terms "first," "second," and "third" (when present) in the present specification and claims, as well as in the above drawings, are used to distinguish between similar objects and not to describe a particular order or sequence. It should be understood that the terms used in this specification and claims, as well as in the above drawings, are used to distinguish between similar objects and not to describe a particular sequence or sequence. It should be understood that the terms used in this specification and claims may be interchanged as appropriate, such that the embodiments of the present invention described herein may be performed, for example, in an order other than that shown or described herein.

[0032] Furthermore, the terms "comprise" and "have," and any variations thereof, are intended to cover non-exclusive inclusions, for example, a process, method, system, product, or maintenance tool that includes a series of steps or units need not be limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to the process, method, product, or maintenance tool.

[0033] With the popularity of new energy vehicles, the importance of vehicle thermal management systems is increasing. Compared with traditional gasoline vehicles, the thermal management systems of new energy vehicles are more complex and have higher requirements.

[0034] Pure electric vehicles usually have a number of components depending on the thermal management requirements of the entire vehicle: expansion water pump, motor water pump, battery water pump, heating water pump, heat exchanger, water-cooled condenser, water temperature sensor, four-way solenoid valve, three-way solenoid valve, two-way solenoid valve, two-way proportional valve, three-way proportional valve, cooling connection pipe, air conditioning gas-liquid separator, air conditioning EXV( Electric Expansion Valve ) valve, air conditioning SOV( Solenoid Operated Valve ) valves, air conditioning connection pipes, and many other thermal management components must be installed. Currently, in order to further improve the driving range of electric vehicles, there are increasing requirements for the design of the thermal management operation mode of the entire vehicle, and the number of components requiring thermal management is also increasing accordingly. Because the components in the thermal management system are distributed, the thermal management system occupies a large installation space on the vehicle, and in order to meet the vehicle's thermal management requirements for each component, a large number of cooling pipes and air conditioning pipes are required to connect the distributed components.

[0035] However, if a large number of cooling pipes are used for connection, the length of the cooling pipes in the entire system becomes long, the flow resistance of the coolant in the cooling pipes becomes large, and the operating efficiency of the thermal management system becomes low.

[0036] In view of this, the present application provides a thermal management system, a vehicle and a thermal management method, in which the components in the vehicle thermal management system are integrated and designed, thereby saving the length of the piping in the thermal management system and improving the working efficiency of the thermal management system.

[0037] Example

[0038] FIG. 1 is a structural schematic diagram of a thermal management system provided by the present application, FIG. 2 is another structural schematic diagram of a thermal management system provided by the present application, FIG. 3 is a structural schematic diagram of a tank assembly in the thermal management system provided by the present application, and FIG. 4 is another structural schematic diagram of a tank assembly in the thermal management system provided by the present application.

[0039] As shown in FIGS. 1 and 2, the thermal management system provided by the embodiment of the present application includes a tank assembly 10, a pump assembly 20, and a valve unit 30. As shown in Figures 3 and 4, the tank assembly 10 comprises a case 11 and a cover plate 12, the case 11 covers the cover plate 12 and together with the cover plate 12 forms a storage chamber (not shown), the pump assembly 20 and the valve unit 30 are each attached to the case 11, there are a plurality of pipes 130 for liquid circulation within the storage chamber, there are a plurality of connection ports 110 on the case 11 that communicate with the storage chamber, first ends of the pipes 130 communicate with the connection ports 110 in a one-to-one correspondence, and second ends of the pipes 130 and a portion of the pipes 130 are located outside the storage chamber, the valve unit 30 has a plurality of valve ports (not shown), the valve ports communicate with the connection ports 110 in a one-to-one correspondence, and the valve unit 30 is used to control disconnection or connection between the connection ports 110 and the valve ports corresponding to the connection ports 110, thereby controlling disconnection or connection between the pipes.

[0040] The tank assembly 10 is a core component of the thermal management system and has various functions. The tank assembly 10 not only provides cooling fluid for each component in the thermal management system, but also provides fixed support for each component, allowing the distributed components to be integrated into an integrated thermal management module, resulting in a more compact arrangement of the components and a reduction in the installation space of the thermal management system on the vehicle body.

[0041] 3 and 4, the tank assembly 10 includes a case 11 and a cover plate 12. The case 11 has a first surface 113 and a second surface (not shown) opposite the first surface 113. The cover plate 12 covers the second surface of the case 11, and the case 11 and the cover plate 12 are connected to each other by hot plate welding, and then the two form a storage chamber.

[0042] 1 and 3, the pump assembly 20 and the valve unit 30 are fixedly attached to the first surface 113 of the case 11, respectively.

[0043] 3 and 4, a plurality of coolant flow pipes 130 are arranged inside the storage chamber of the tank assembly 10, and the pipes 130 are used to connect components in the thermal management system and transport coolant to the corresponding components. A plurality of connection ports 110 are arranged on a first surface 113 of the case 11, and each connection port 110 is connected to the storage chamber. First ends of the pipes 130 are connected to the connection ports 110 in a one-to-one correspondence, and second ends of the pipes 130 extend from the storage chamber and are located outside the storage chamber together with a portion of the pipes 130. The second ends of the pipes 130 are used to connect components attached to the case 11 and transport coolant.

[0044] In the present application, when each component in the thermal management system is mounted integrally in the case 11, the entire thermal management system is arranged more compactly and the distance between each component is significantly reduced. Furthermore, when the piping 130 for connecting each component is arranged inside the accommodating chamber, not only can the spatial layout of the entire system be optimized, but the total length of the piping 130 is also significantly reduced, the internal resistance of the piping 130 is effectively reduced, and the operating efficiency of the thermal management system is improved.

[0045] A plurality of valve ports are arranged in the valve unit 30, and the valve ports are connected to the connection ports 110 in a one-to-one correspondence. Each pipe 130 is connected via the valve unit 30, and the coolant flows into each component after passing through the valve unit 30. The valve unit 30 controls the disconnection or connection between the connection ports 110 and the valve ports that are connected to the connection ports 110, controls the disconnection or connection between the pipes 130 where each connection port 110 is located, and is used to control the amount of flow of coolant injected into the components connected by each pipe 130.

[0046] When the valve unit 30 installed in the thermal management system is connected in series with the piping 130, a closed cooling circuit is formed, and by controlling the opening and closing of different cooling circuits using the valve unit 30, the demand for cooling liquid of each component can be met, improving the operating efficiency of the entire thermal management system.

[0047] In the present application, by arranging the tank assembly 10 in an integrated manner, the components of the thermal management system are mounted integrally on the case 11 and cover plate 12 of the tank assembly 10, and the coolant flow pipes 130 are integrated inside the receiving chamber, thereby integrating the components that were mounted separately in the prior art into a single modular assembly. This highly integrated thermal management system not only efficiently saves mounting space and unifies the external connection ports of the pipes 130, making the arrangement of the pipes 130 more compact, but also reduces the number of pipes 130, reducing the flow resistance within the pipes 130 and improving the operational efficiency of the thermal management system. This solves the problem of the prior art, where the use of a large number of cooling pipes to connect the entire system increases the length of the cooling pipes, increasing the flow resistance of the coolant within the cooling pipes and resulting in low operating efficiency of the thermal management system.

[0048] Continuing to refer to Figure 3, the surface of the case 11 facing the cover plate 12 has a first mounting area 111 and a second mounting area 112, and the multiple connection ports 110 include multiple first connection ports (not shown) and multiple second connection ports (not shown), with the first connection ports located within the first mounting area 111 and the second connection ports located within the second mounting area 112. The surface of the case 11 facing the cover plate 12 is a first surface 113 of the case 11, and the first surface 113 has the first mounting area 111 and the second mounting area 112 for mounting a valve assembly thereon.

[0049] FIG. 5 is an enlarged schematic view of A in FIG. 3, and FIG. 6 is an enlarged schematic view of B in FIG.

[0050] 3, 5, and 6, nine first connection ports, namely, first connection port a1111, first connection port b1112, first connection port c1113, first connection port e1114, first connection port f1115, first connection port h1116, first connection port k1117, first connection port m1118, and first connection port n1119, are arranged in the first mounting area 111. Five second connection ports, namely, second connection port a1121, second connection port b1122, second connection port c1123, second connection port e1124, and second connection port f1125, are arranged in the second mounting area 112.

[0051] FIG. 7 is a structural schematic diagram of a first multi-way valve in the thermal management system provided by the present application, FIG. 8 is a structural schematic diagram of a second multi-way valve in the thermal management system provided by the present application, and FIG. 9 is an enlarged schematic diagram of C in FIG. 4.

[0052] As shown in Figures 1, 7, and 8, the valve unit 30 includes a first multi-way valve 31 and a second multi-way valve 32, and the multiple valve ports include multiple first valve ports (not shown) and multiple second valve ports (not shown), with the first valve ports located in the first multi-way valve 31 and the second valve ports located in the second multi-way valve 32.

[0053] Specifically, the first multi-way valve 31 includes a valve seat (not shown) and a valve core (not shown) rotatably disposed within the valve seat. The valve core has a plurality of rotation positions. A plurality of first valve ports are disposed on the valve seat. The valve core is provided with a group of conducting structures corresponding to each of the first valve ports. Each group of conducting structures includes a plurality of conducting structures arranged in the circumferential direction. structure The groups are electrically conductive when the valve core is rotated to different rotational positions. structure Different conductive structures in the group are configured to cooperate with corresponding first valve ports to cause the first valve ports to establish different conductive states.

[0054] The valve core is rotatably mounted on the valve seat, and a plurality of first valve ports are arranged on the valve seat. The valve core is provided with a group of connecting structures corresponding to the first valve ports, and the group of connecting structures further includes a plurality of connecting structures arranged in the circumferential direction. When the valve core is rotated to different rotation positions, different first valve ports can form different connecting states. In this case, only one valve core is required.

[0055] The first multi-way valve 31 can be a 9-way solenoid valve, which is used to control the disconnection or connection of each of the pipes 130 connected to the 9-way solenoid valve, and the 9-way solenoid valve has nine first valve ports, namely, first valve port A311, first valve port B312, first valve port C313, first valve port E314, first valve port F315, first valve port H316, first valve port K317, first valve port M318, and first valve port N319.

[0056] The second multi-way valve 32 includes a valve seat, a first valve core (not shown), a second valve core (not shown), and a drive unit (not shown). The drive unit is operatively connected to the first valve core, the first valve core is provided with a first cooperating structure, and the second valve core is provided with a second cooperating structure that cooperates with the first cooperating structure. The first and second cooperating structures have a first cooperating state and a second cooperating state. In the first cooperating state, the first valve core rotates independently and the second valve core remains stationary. In the second cooperating state, the first valve core synchronously rotates the second valve core.

[0057] The valve seat is provided with a plurality of second valve ports corresponding to the first valve core, and the first valve core is provided with a first conducting structure, which is used to communicate at least two of the second valve ports when the first valve core is rotated to a first predetermined position; the valve seat is provided with a plurality of second valve ports corresponding to the second valve core, and the second valve core is provided with a second conducting structure, which is used to communicate at least two of the second valve ports when the second valve core is rotated to a second predetermined position.

[0058] The actuator is operatively connected to the first valve core, such that when the first valve core is rotated, the first cooperating structure on the first valve core can rotate the second valve core via the second cooperating structure. In this way, the first valve core can rotate independently, changing the angle of the first valve port relative to the first communicating structure to adjust the flow rate of the first valve core. When the first valve core is rotated, it rotates the second valve core, changing the angle of the second valve port relative to the second communicating structure to adjust the flow rate of the second valve core, and the first valve core can then be rotated back to its original position without changing the flow rate of the first valve core. Only one actuator is required to drive and control the first and second valve cores.

[0059] The drive device includes a motor (not shown) and a gear group (not shown) operatively connected to the motor, and the gear group operatively connected to the first valve core. A worm (not shown) is provided on the motor shaft, and the gear group includes a first turbine cooperating with the worm, a second turbine meshing with the first turbine, a third turbine meshing with the second turbine, a first gear connected to the bottom of the third turbine, and a second gear meshing with the first gear. The central axes of the first turbine, the second turbine, the third turbine, the first gear, and the second gear in the gear group are parallel to each other and aligned vertically, and the central axis of the first worm is perpendicular to the central axis of the first turbine. When the worm on the motor shaft rotates, the first valve core is rotated by the transmission of the gear group, ensuring stability of the transmission.

[0060] The type of motor is not particularly limited, but in order to simplify control and ensure accuracy, the motor is preferably a stepping motor or a servo motor.

[0061] The second multi-way valve 32 is a five-way solenoid valve that is used to control the opening of each of the pipes 130 connected to the five-way solenoid valve, thereby controlling the flow rate of the coolant flowing through the pipes 130. The five-way solenoid valve has five second valve ports arranged therein: second valve port a321, second valve port b322, second valve port c323, second valve port e324, and second valve port f325.

[0062] 1 and 3, the first multi-way valve 31 is connected within the first mounting area 111, and the first valve ports communicate with the first connection ports in a one-to-one correspondence, and the second multi-way valve 32 is connected within the second mounting area 112, and the second valve ports communicate with the second connection ports in a one-to-one correspondence. When the first multi-way valve 31 is mounted within the first mounting area 111 on the first surface 113 of the case 11, each first valve port communicates with each first connection port in a one-to-one correspondence, with first valve port a311 corresponding to and communicating with first connection port a1111, first valve port b312 corresponding to and communicating with first connection port b1112, first valve port c313 corresponding to and communicating with first connection port c1113, and first valve port e 314 corresponds to and communicates with the first connection port E1114, the first valve port F315 corresponds to and communicates with the first connection port F1115, the first valve port H316 corresponds to and communicates with the first connection port H1116, the first valve port K317 corresponds to and communicates with the first connection port K1117, the first valve port M318 corresponds to and communicates with the first connection port M1118, and the first valve port N319 corresponds to and communicates with the first connection port H1119. When the second multi-way valve 32 is mounted in the second mounting area 112 on the first surface 113 of the case 11, each second valve port corresponds one-to-one with each second connection port and communicates with each other, the second valve port a321 corresponds to and communicates with the second connection port a1121, the second valve port b322 corresponds to and communicates with the second connection port b1122, the second valve port c323 corresponds to and communicates with the second connection port c1123, the second valve port e324 corresponds to and communicates with the second connection port e1124, and the second valve port f325 corresponds to and communicates with the second connection port f1125.

[0063] FIG. 10 is a flow diagram of the thermal management system provided by the present application.

[0064] As shown in Figures 2, 4, and 10, the multiple pipes 130 include multiple first pipes (not shown), each of which includes two first sub-pipes (not shown), a first end of one of the first sub-pipes in each of the first pipes corresponds to the first mounting area 111, a second end of one of the first sub-pipes in each of the first pipes is used to communicate with a drain pipe of the same part in the vehicle, a first end of the other of the first sub-pipes in each of the first pipes corresponds to the first mounting area 111, and a second end of the other of the first sub-pipes in each of the first pipes is used to communicate with a water supply pipe of the same part in the vehicle, and the parts include at least one of a radiator 82, a battery cooling mechanism (referring to a battery pack heat dissipation device, hereinafter abbreviated as battery cooling mechanism) 83, or a motor cooling mechanism (referring to a motor heat dissipation device, hereinafter abbreviated as motor cooling mechanism) 80.

[0065] In one possible implementation, in order to make the coolant circuits of each component on the vehicle independent of each other and to avoid interference, the piping 130 arranged in the accommodating chamber comprises a plurality of first pipings, each of which comprises two first sub-pipings, and the two first sub-pipings are connected via a first multi-way valve 31 to form the first piping for circulating the coolant.

[0066] Specifically, a first end of one first sub-pipe in each first pipe corresponds to and communicates with a first connection port in the first mounting area 111, and a second end thereof is used to communicate with a drain pipe of the same vehicle component, so that the coolant flowing out of the component passes through the first sub-pipe and then flows into the first multi-way valve 31. A first end of the other first sub-pipe in each first pipe corresponds to and communicates with a first connection port in the first mounting area 111, and a second end thereof is used to communicate with a water supply pipe of the same vehicle component, so that the coolant flowing out of the first multi-way valve 31 passes through the first sub-pipe and then flows into the component. The first ends of the two first sub-pipes are connected via the first multi-way valve 31 to form the first pipe, and the first pipe communicates with the water supply pipe and the drain pipe of the same vehicle component to form a closed cooling circuit, the open / close state of which is controlled by the first multi-way valve 31 to supply the coolant to the vehicle component.

[0067] Typically, the components through which coolant flows in a vehicle mainly include a radiator 82, a battery cooling mechanism 83, and a motor cooling mechanism 80. The battery cooling mechanism 83 is a cooling mechanism provided in the vehicle's battery pack, and this cooling mechanism is mainly attached to the battery pack to exchange heat with the battery pack. After flowing through the cooling mechanism, the coolant can absorb and remove heat generated in the battery pack, ensuring that the battery pack remains within an optimum temperature range during operation.

[0068] The motor cooling mechanism 80 is a cooling mechanism attached to the outer case of the motor for heat exchange. The motor generates a large amount of heat after starting, and if the heat cannot be released in a timely manner, the operating performance of the motor will be affected. Therefore, the coolant flows through the cooling device on the motor of the vehicle and absorbs and removes the heat generated by the motor, ensuring that the motor remains within the optimum temperature range during operation.

[0069] The radiator 82 is a device installed in the vehicle for exchanging heat with the air. The coolant transports the absorbed heat to the radiator 82, and then exchanges heat with the air through the radiator 82, after which the heat can be transferred to the air, thereby ensuring normal operation of the vehicle.

[0070] 3, 4, and 9, the second ends of the first sub-pipes extend from the accommodating chamber to the case 11, whereby a plurality of connection ports are formed for communication with related components of the vehicle. Specifically, the first surface 113 of the case 11 has a radiator water supply pipe 131, a radiator drain pipe 132, a motor cooling mechanism water supply pipe 133, and a battery cooling mechanism water supply pipe 135, while the first side surface 114 of the case 11 has a motor cooling mechanism drain pipe 134 and a battery cooling mechanism drain pipe 136.

[0071] The inlet and outlet of the radiator 82 on the vehicle are connected to a radiator water supply pipe 131 and a radiator drain pipe 132, respectively; the inlet and outlet of the battery cooling mechanism 83 are connected to a battery cooling mechanism water supply pipe 135 and a battery cooling mechanism drain pipe 136, respectively; and the inlet and outlet of the motor cooling mechanism 80 are connected to a motor cooling mechanism water supply pipe 133 and a motor cooling mechanism drain pipe 134, respectively.

[0072] 10 , in some embodiments, the plurality of pipes 130 includes a second pipe (not shown) and a third pipe (not shown), a first end of the second pipe corresponding to the first mounting area 111, a first end of the third pipe corresponding to the second mounting area 112, and the second pipe includes two second sub-pipes (not shown), one of which is used to communicate with a drain pipe of a heater core 85 in the vehicle, and the other of which is used to communicate with a water supply pipe of a heater 84 in the vehicle.

[0073] The third piping has two third sub-pipes (not shown), one of which is used to communicate with the drain pipe of the heater 84, and the other of which is used to communicate with the water supply pipe of the heater core 85.

[0074] Specifically, the second pipe includes two second sub-pipes, a first end of one of the second sub-pipes in the second pipe is disposed to correspond to the first mounting area 111, and a second end of the one of the second sub-pipes in the second pipe is used to communicate with a drain pipe of the heater core 85 in the vehicle. A first end of the other of the second sub-pipes in the second pipe is disposed to correspond to the first mounting area 111, and a second end of the other of the second sub-pipes in the second pipe is used to communicate with a water supply pipe of the heater 84 in the vehicle.

[0075] The third piping includes two third sub-pipes, a first end of one of the third sub-pipes being arranged to correspond to the second mounting area 112, and a second end of the one of the third sub-pipes being used to communicate with the drain pipe of the heater 84. A first end of the other of the third sub-pipes being arranged to correspond to the second mounting area 112, and a second end of the other of the third sub-pipes being used to communicate with the water supply pipe of the heater core 85.

[0076] Both the heater 84 and the heater core 85 are disposed in the vehicle body and are used to supply warm air to the cockpit, which refers to a space provided in the vehicle body for the driver and passengers. The heater 84 and the heater core 85 are connected in series, and the coolant flows from the accommodation chamber and then sequentially through the heater 84 and the heater core 85. When the vehicle is driven in a low-temperature environment, the heater 84 is activated to heat the coolant flowing through the heater 84. The absorbed heat flows into the heater core 85 via the pipe 130, and the heater core 85 transfers the heat to the cockpit through heat exchange, thereby raising the temperature inside the cockpit. Note that in order to improve the heat exchange efficiency between the heater core 85 and the air, a fan (not shown) is provided at the position where the heater core 85 is disposed, and the heat exchange efficiency of the heater core 85 can be improved by blowing air through the heater core 85 using the fan.

[0077] 4, 9, and 10. The second ends of the second and third sub-pipes extend from the accommodating chamber through the case 11, and are formed with a plurality of connection ports that communicate with related vehicle components. Specifically, the first side 114 of the case 11 further includes a heater water supply pipe 137, a heater drain pipe 138, a heater core water supply pipe 139, and a heater core water supply pipe 139. The heater 84 has a water supply port and a water drain port that communicate with the heater water supply pipe 137 and the heater drain pipe 138, respectively, and the heater core 85 has a water supply port and a water drain port that communicate with the heater core water supply pipe 139 and the heater core drain pipe 140, respectively.

[0078] 3 and 4, the storage chamber includes a water storage area 150 located above the pipe 130, and the water storage area 150 has a refill port (not shown) that communicates with the pipe 130 to refill the pipe 130 with water.

[0079] In this embodiment, a water storage area 150 is provided in the accommodating chamber to inject coolant into the thermal management system and supply it to each component. The water storage area 150 is provided above the piping 130. A liquid inlet 151 is further provided in the case 11. The liquid inlet 151 is located above the water storage area 150 and communicates with the water storage area 150, and the coolant is added to the water storage area 150 through the liquid inlet 151. A refill port is provided below the water storage area 150 and communicates with the piping 130. The coolant in the water storage area 150 is transported to each piping 130 via the refill port for use by each component. The thermal management system can automatically control the open / close states of the liquid inlet 151 and the refill port depending on the degree of coolant loss.

[0080] 1 and 2, the cooling system further includes a water-cooled condenser 40 and a heat exchanger 50, the water-cooled condenser 40 being attached to the surface of the case 11 facing away from the cover plate 12, the water-cooled condenser 40 having a first inlet (not shown) and a first outlet (not shown), and the heat exchanger 50 being attached to the surface of the cover plate 12 facing away from the case 11, the heat exchanger 50 having a second inlet (not shown) and a second outlet (not shown).

[0081] The plurality of pipes 130 includes two fourth pipes (not shown), one of which has a first end corresponding to the second mounting area 112 and is connected to the first inlet, and the other of which has a first end corresponding to the first mounting area 111 and is connected to the first outlet.

[0082] The plurality of pipes 130 includes two fifth pipes (not shown), the first ends of which both correspond to the first mounting area 111, one fifth pipe communicating with the second outlet and the other fifth pipe communicating with the second inlet.

[0083] In this embodiment, to facilitate heat dissipation in the vehicle's air conditioning system using the thermal management system, the thermal management system further includes a water-cooled condenser 40, which is attached to the first surface 113 of the case 11. The water-cooled condenser 40 is a device for exchanging heat between the refrigerant in the air conditioning system and the coolant in the thermal management system. When the coolant and refrigerant are simultaneously introduced into the water-cooled condenser 40, the refrigerant transfers heat from the air conditioning system to the water-cooled condenser 40, and the coolant absorbs some of the heat and transfers it to the thermal management system, rapidly lowering the temperature of the refrigerant and achieving the goal of cooling the air conditioning system. Accordingly, the water-cooled condenser 40 is provided with a refrigerant inlet (not shown), a refrigerant outlet (not shown), and a first inlet (not shown) and first outlet (not shown) for circulating the coolant. The refrigerant inlet and refrigerant outlet of the water-cooled condenser 40 are respectively connected to pipes in the air conditioning system.

[0084] To improve the cooling efficiency of the thermal management system, the thermal management system further includes a heat exchanger 50, which is attached to the surface of the cover plate 12 opposite the case 11. The heat exchanger 50 is a device for exchanging heat between the refrigerant in the air conditioning system and the coolant in the thermal management system. When the coolant and refrigerant are simultaneously introduced into the heat exchanger 50, the coolant transfers heat from the thermal management system to the heat exchanger 50, and the refrigerant then absorbs the heat and transfers it to the air conditioning system, thereby rapidly lowering the temperature of the coolant and achieving the goal of cooling the thermal management system. Accordingly, the heat exchanger 50 is provided with a refrigerant inlet (not shown), a refrigerant outlet (not shown), and a second inlet (not shown) and second outlet (not shown) for the flow of the coolant. The refrigerant inlet and refrigerant outlet of the heat exchanger 50 are respectively connected to pipes in the air conditioning system.

[0085] The plurality of pipes 130 in the accommodating chamber include two fourth pipes (not shown) for connecting the first inlet and first outlet of the water-cooled condenser 40 to the thermal management system. One of the fourth pipes has a first end connected to the second connection port f1125 in the second mounting area 112 corresponding to the second mounting area 112, and the other end connected to the first inlet of the water-cooled condenser 40. The other fourth pipe has a first end connected to the first connection port m1118 in the first mounting area 111 corresponding to the first mounting area 111. The coolant flows out of the second connection port f1125, passes through the fourth pipe, and flows into the first inlet of the water-cooled condenser, and then flows out of the first outlet of the water-cooled condenser 40 and passes through the fourth pipe to flow into the first connection port m1118, thereby forming a cooling circuit for the water-cooled condenser 40.

[0086] The plurality of pipes 130 in the accommodating chamber further include two fifth pipes (not shown) for connecting the second inlet and second outlet of the heat exchanger 50 to the thermal management system. One of the fifth pipes has a first end connected to a first connection port h1116 in the first mounting area 111 corresponding to the first mounting area 111 and a second end connected to the second inlet of the heat exchanger 50. The other fifth pipe has a first end connected to a first connection port b1112 in the first mounting area 111 corresponding to the first mounting area 111 and a second end connected to the second outlet of the heat exchanger 50. The coolant flows from the first connection port h1116, passes through the fifth pipe, and flows into the second inlet of the heat exchanger 50, and then flows out of the first outlet of the heat exchanger 50 and passes through the fifth pipe to flow into the first connection port b1112, thereby forming a cooling circuit for the heat exchanger 50.

[0087] Please continue to refer to Figures 1, 3, 4, and 10. The system further includes a gas-liquid separator 60, and the cover plate 12 has a mounting portion 120 located outside the accommodating chamber, the gas-liquid separator 60 is attached to the surface of the mounting portion 120 facing the case 11, and the gas-liquid separator 60 is adjacent to the water-cooled condenser 40, and the refrigerant inlet of the gas-liquid separator 60 communicates with the refrigerant outlet of the heat exchanger 50, and the gas-liquid separator 60 is further used to communicate with the outlet of the evaporator of the vehicle's air conditioning main body.

[0088] In this embodiment, the thermal management system further includes a gas-liquid separator 60 for separating gaseous refrigerant from liquid refrigerant, and the gas-liquid separator 60 is attached to the cover plate 12. The cover plate 12 is provided with a mounting portion 120, which is located outside the accommodating chamber. The gas-liquid separator 60 is attached to the mounting portion 120 on the side facing the first surface 113 of the case 11, and is disposed adjacent to the water-cooled condenser 40. The gas-liquid separator 60 has a refrigerant inlet and a refrigerant outlet, the refrigerant inlet of the gas-liquid separator 60 communicating with the refrigerant outlet of the heat exchanger 50 and the refrigerant outlet of the air conditioning main body evaporator 90, respectively, and the refrigerant outlet of the gas-liquid separator 60 communicating with the refrigerant outlet of the compressor 91. The refrigerant flowing out from the heat exchanger 50 and the air conditioning main body evaporator 90 flows into the gas-liquid separator 60 where it is separated into gas and liquid, and the gaseous refrigerant flows from the gas-liquid separator 60 into the compressor 91 to be reused.

[0089] 2 and 10 , the air conditioning integrated valve 70 is further provided, and the air conditioning integrated valve 70 is attached to the surface of the mounting portion 120 opposite the case 11, and the air conditioning integrated valve 70 is adjacent to the heat exchanger 50, and the air conditioning integrated valve 70 is connected to the refrigerant inlet of the water-cooled condenser 40 and the refrigerant inlet of the heat exchanger 50, respectively, the refrigerant outlet of the water-cooled condenser 40 is connected to the air conditioning integrated valve 70 via a coaxial pipe 93, and the refrigerant outlet of the gas-liquid separator 60 is connected to the intake port of a compressor 91 of the vehicle via the coaxial pipe 93, and the coaxial pipe 93 is further used to connect to the outlet of an air conditioning main body condenser 92 of the vehicle, and the air conditioning integrated valve 70 is used to connect to the inlet of the air conditioning main body condenser 92, and the air conditioning integrated valve 70 is further used to connect to the exhaust port of the compressor 91.

[0090] In one possible implementation, the thermal management system further includes an air conditioning integration valve 70 for controlling the flow of refrigerant within the air conditioning system of the vehicle, the air conditioning integration valve 70 being attached to the surface of the mounting portion 120 opposite the case 11, and being arranged adjacent to the heat exchanger 50. The air conditioning integration valve 70 has two opening / closing valves and two expansion valves arranged at intervals, namely, a first opening / closing valve 71, a second opening / closing valve 72, a first expansion valve 73, and a second expansion valve 74, respectively.

[0091] The first on-off valve 71 and the second on-off valve 72 are arranged in parallel, and their inlets both communicate with the exhaust port of the compressor 91 via a pipe. The outlet of the first on-off valve 71 communicates with the refrigerant inlet of the air conditioning main body condenser 92 via a pipe, and the outlet of the second on-off valve 72 communicates with the refrigerant inlet of the water-cooled condenser 40 via a pipe. Note that while the vehicle is running, only one of the two on-off valves can be turned on; both cannot be turned on simultaneously. That is, when the first on-off valve 71 is turned on and the second on-off valve 72 is turned off, the refrigerant flowing out of the exhaust port of the compressor 91 passes through the first on-off valve 71 and then flows into the air conditioning main body condenser 92. Conversely, the refrigerant passes through the second on-off valve 72 and then flows into the water-cooled condenser 40.

[0092] The first expansion valve 73 and the second expansion valve 74 are arranged in parallel, and their inlets both communicate with the coaxial pipe 93 via a pipe, and the outlet of the first expansion valve 73 communicates with the refrigerant inlet of the heat exchanger 50 via a pipe. The outlet of the second expansion valve 74 communicates with the air conditioning main body evaporator 90 via a pipe. Note that when the vehicle is running, the two expansion valves can be turned on and operated simultaneously, i.e., the refrigerant flowing out from the coaxial pipe 93 can enter the two expansion valves and flow into different components.

[0093] The refrigerant outlet of the water-cooled condenser 40 communicates with the expansion valve via a coaxial pipe 93, the refrigerant outlet of the gas-liquid separator 60 communicates with the intake port of the compressor 91 via a coaxial pipe 93, and the refrigerant outlet of the air conditioning main body condenser 92 communicates with the expansion valve via a coaxial pipe 93.

[0094] Specifically, the refrigerant flows through the vehicle air conditioning system via the following two routes: the refrigerant flows from the exhaust port of the compressor 91 into the air conditioning integrated valve 70, and then can choose one of two routes. In the first route, the refrigerant passes through the first on-off valve 71 and flows into the air conditioning main condenser 92, then into the coaxial pipe 93, and then into the expansion valve; in the second route, the refrigerant flows through the second on-off valve 72 and into the water-cooled condenser 40, then into the coaxial pipe 93, and then into the expansion valve. The refrigerant flowing out of the expansion valve is then split into two routes; the refrigerant in the first route flows through the first expansion valve 73 to the heat exchanger 50, then into the gas-liquid separator 60, and then into the compressor 91 via the coaxial pipe 93, thereby completing a complete refrigerant flow circuit. The refrigerant in the second route flows out from the second expansion valve 74 to the air conditioning main body evaporator 90, then flows into the gas-liquid separator 60, and then flows into the compressor 91 via the coaxial pipe 93, thereby forming a complete refrigerant circulation circuit.

[0095] 1 and 10, the pump assembly 20 includes a heating water pump 21, a battery water pump 22, and a motor water pump 23, each of which is attached to the surface of the case 11 opposite the cover plate 12, and each of which is connected to different pipes located outside the accommodating chamber.

[0096] In this embodiment, in order to increase the flow rate of the coolant inside the piping, the pump assembly 20 attached to the first surface 113 of the case 11 includes a heating water pump 21, a battery water pump 22, and a motor water pump 23. The heating water pump 21 is connected in series with the heater 84, and the outlet of the heating water pump 21 communicates with the water inlet of the heater 84 via a piping 130, so that the heating water pump 21 can accelerate the inflow rate of the coolant to the heater 84. The battery water pump 22 is connected in series with the battery cooling mechanism 83, and the outlet of the battery water pump 22 communicates with the water inlet of the battery cooling mechanism 83 via a piping 130, so that the battery water pump 22 can accelerate the inflow rate of the coolant to the battery cooling mechanism 83. When the motor water pump 23 is connected in series with the motor cooling mechanism 80, the outlet of the motor water pump 23 is connected to the water inlet of the motor cooling mechanism 80, and the motor water pump 23 can accelerate the flow rate of the coolant into the motor cooling mechanism 80.

[0097] The present application further provides a vehicle, the vehicle comprising a vehicle body, and a thermal management system and an air conditioning system mounted on the vehicle body, the thermal management system and the air conditioning system being described in detail above and therefore not repeated here.

[0098] Fig. 11 is an enlarged schematic view of D in Fig. 10, and Fig. 12 is an enlarged schematic view of E in Fig. 10. In each flow schematic view, the combination of a solid line and an arrow indicates the flow direction of the coolant, the combination of a dashed line and an arrow indicates the flow direction of the refrigerant, and the combination of a two-dot chain line and an arrow indicates the flow direction when the coolant is replenished.

[0099] As shown in Figures 1, 3, and 10 to 12, the heat conduction paths of the thermal management system provided by the present application include a coolant circuit, which is connected by solid lines, and a refrigerant circuit, which is connected by dashed lines. Briefly, in the coolant circuit, heat conduction is primarily achieved by the coolant, and in the refrigerant circuit, heat conduction is primarily achieved by the refrigerant. In the coolant circuit, each component is connected by piping 130, and in the refrigerant circuit, each component is connected by air conditioning piping (not shown).

[0100] The coolant circuit mainly includes a motor cooling mechanism circuit, a battery cooling mechanism circuit, and a heating circuit. The motor cooling mechanism (a motor heat dissipation device, hereinafter abbreviated as the motor cooling mechanism) 80 has a drain port connected to the first valve port M318, a supply port of the motor water pump 23 connected to the first valve port C313, and a drain port of the motor water pump 23 connected to the second valve port E324 and the supply port of the motor cooling mechanism 80.

[0101] The drain port of the battery cooling mechanism (referring to a battery pack heat dissipation device, hereinafter abbreviated as battery cooling mechanism) 83 communicates with the inlet of the controller 81 and the first valve port F315, the inlet of the battery water pump 22 communicates with the first valve port A311, the drain port of the battery water pump 22 communicates with the inlet of the battery cooling mechanism 83, the drain port of the controller 81 and the first valve port H316 communicate with the inlet of the heating water pump 21 and the inlet of the heat exchanger 50, respectively, the drain port of the heat exchanger 50 communicates with the first valve port B312, and the drain port of the heating water pump 21 communicates with the heater The heater core 85 communicates with the inlet of the heater core 84, the outlet of the heater 84 communicates with the second valve port A321, the inlet of the heater core 85 communicates with the second valve port C323, the outlet of the heater core 85 communicates with the inlet of the heating water pump 21, the second valve port B322 communicates with the first valve port B312, the second valve port F325 communicates with the inlet of the water-cooled condenser 40, the outlet of the water-cooled condenser 40 communicates with the first valve port M318, the inlet of the radiator 82 communicates with the first valve port K317, the outlet of the radiator 82 communicates with the first valve port E314, and the first valve port N319 communicates with the first valve port E314.

[0102] In the refrigerant circuit, the refrigerant inlet of the air conditioning main body condenser 92 communicates with the first on-off valve 71, the refrigerant outlet of the air conditioning main body condenser 92 communicates with the first expansion valve 73 and the second expansion valve 74 via a coaxial pipe 93, the first expansion valve 73 communicates with the refrigerant inlet of the heat exchanger 50, the refrigerant outlet of the heat exchanger 50 communicates with the refrigerant inlet of the gas-liquid separator 60, and the refrigerant outlet of the gas-liquid separator 60 communicates with the refrigerant inlet of the compressor 91 via the coaxial pipe 93. The second expansion valve 74 is connected to the refrigerant inlet of the air conditioning main body evaporator 90, the refrigerant outlet of the air conditioning main body evaporator 90 is connected to the refrigerant inlet of the gas-liquid separator 60, the refrigerant outlet of the compressor is connected to the first on-off valve 71 and the second on-off valve 72, respectively, the second on-off valve 72 is connected to the refrigerant inlet of the water-cooled condenser 40, and the refrigerant outlet of the water-cooled condenser 40 is connected to the first expansion valve 73 and the second expansion valve 74 via a coaxial pipe 93.

[0103] The reservoir area 150 is used to store the coolant, and the coolant in the reservoir area 150 flows into each pipe 130 via the refill port to replenish the coolant in real time, preventing the coolant from being lost rapidly and reducing the heat transfer efficiency of the system.

[0104] FIG. 13 is a flow schematic diagram of a first mode of operation of the thermal management system provided by the present application.

[0105] As shown in Figure 13, the first operating mode provided by the present application is a temperature reduction mode, in which the motor and battery of the vehicle need to be cooled and reduced in temperature while the vehicle is running. The specific control method of the thermal management system is as follows: The first multi-way valve 31 controls communication between the first first valve port m318 and the second first valve port k317, so that the first first valve port m318 communicates with the drain port of the motor cooling mechanism 80 and the second first valve port k317 communicates with the supply port of the radiator 82, and the coolant in the motor cooling mechanism 80 flows into the radiator 82 through the first first valve port m318 and the second first valve port k317 in this order. The first multi-way valve 31 controls the communication between the third first valve port e314 and the fourth first valve port c313, the drain port of the radiator 82 communicates with the third first valve port e314, and the fourth first valve port c313 communicates with the liquid supply port of the motor cooling mechanism 80, and the coolant that flows into the radiator 82 is cooled by the radiator 82, and then flows into the motor cooling mechanism 80 via the third first valve port e314 and the fourth first valve port c313 in that order.

[0106] The first multi-way valve 31 is controlled to direct the coolant flow direction in the motor cooling mechanism circuit as follows: The coolant flows out of the motor cooling mechanism 80, then flows into the first valve port m318, then into the first valve port k317, and flows from the first valve port k317 to the supply port of the radiator 82. After heat exchange in the radiator 82, the coolant flows from the discharge port of the radiator 82 to the first valve port e314, then flows from the first valve port e314 to the first valve port c313, flows out of the first valve port c313, and flows into the motor water pump 23. After being circulated and pressurized by the motor water pump 23, the coolant flows into the motor cooling mechanism 80, thus forming a closed circuit. The coolant absorbs heat generated in the motor cooling mechanism 80 and transfers it to the radiator 82. After heat exchange with the air via the radiator 82, the coolant transfers the heat absorbed by the coolant to the air, thereby cooling the motor cooling mechanism 80.

[0107] The first multi-way valve 31 controls communication between the fifth first valve port f315 and the sixth first valve port h316, the fifth first valve port f315 communicates with the drain port of the battery cooling mechanism 83, and the sixth first valve port h316 communicates with the supply port of the heat exchanger 50, so that the coolant in the battery cooling mechanism 83 flows into the heat exchanger 50 through the fifth first valve port f315 and the sixth first valve port h316 in this order, The first multi-way valve 31 controls communication between the seventh first valve port b312 and the eighth first valve port a311, so that the drain port of the heat exchanger 50 communicates with the seventh first valve port b312 and the supply port of the battery cooling mechanism 83 communicates with the eighth first valve port a311. The coolant that flows into the heat exchanger 50 is cooled by the heat exchanger 50, and then flows into the battery cooling mechanism 83 via the seventh first valve port b312 and the eighth first valve port a311 in that order.

[0108] The first multi-way valve 31 is controlled to direct the flow direction of the coolant in the battery cooling mechanism circuit as follows: After the coolant leaves the battery cooling mechanism 83, it splits into two routes. One route of the coolant flows into the first valve port f315, then flows into the first valve port h316, and flows out from the first valve port h316. The other route of the coolant passes through the controller 81, merges with the coolant flowing out from the first valve port h316, and both flow into the heat exchanger 50. From the heat exchanger 50, it flows into the first valve port b312, flows into the first valve port a311, and flows from the first valve port a311 to the battery water pump 22. After being circulated and pressurized by the battery water pump 22, it flows into the battery cooling mechanism 83, thus forming a closed circuit. The coolant absorbs the heat generated by the battery cooling mechanism 83 and the controller 81 and transfers it to the heat exchanger 50, where it exchanges heat with the refrigerant, thereby transferring the absorbed heat to the refrigerant, thereby cooling the battery cooling mechanism 83 and the controller 81.

[0109] The second multi-way valve 32 controls communication between the first second valve port a321 and the second second valve port c323, so that the first second valve port a321 communicates with the drain port of the heater 84, the second second valve port c323 communicates with the liquid supply port of the heater core 85, and the liquid drain port of the heater core 85 communicates with the liquid supply port of the heater 84; The coolant that flows out from the heater 84 flows into the heater 84 through the first second valve port a321, the second second valve port c323, and the heater core 85 in this order.

[0110] The heating circuit heats the vehicle's cockpit. After being heated by the heater 84, the coolant flows from the heater's 84 outlet to the second valve port A321, then from the second valve port A321 to the second valve port C323, and into the heater core 85. The coolant then flows out of the heater core 85 and into the heating water pump 21. The heating water pump 21 circulates and increases the pressure of the coolant before flowing into the heater's 84 inlet, thus forming a closed circuit. The heater 84 is primarily used to heat the coolant, and the heater core 85 is installed in the cockpit for heat exchange. The heated coolant passes through the heater core 85, and the heat absorbed by the coolant is transferred to the cockpit by the heater core 85, thereby heating the cockpit. Note that this circuit is only used by the driver to warm up the cockpit in low-temperature environments. When the ambient temperature rises, this circuit is deactivated.

[0111] FIG. 14 is a flow schematic diagram of a second mode of operation of the thermal management system provided by the present application. As shown in Figure 14, the second operating mode provided by the present application is a radiator-shared heat dissipation mode, in which the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to share the same radiator to dissipate heat. The specific control method of the thermal management system is as follows: a step of controlling communication between the third first valve port e314 and the eighth first valve port a311 in the first multi-way valve 31, in which the coolant that has flowed into the radiator 82 is cooled in the radiator 82 and then flows into the battery cooling mechanism 83 via the third first valve port e314 and the eighth first valve port a311 in this order; and a step of controlling communication between the seventh first valve port b312 and the fourth first valve port c313 in the first multi-way valve 31, wherein the coolant that has flowed into the heat exchanger 50 is cooled in the heat exchanger 50 and then passes through the seventh first valve port b312 and the fourth first valve port c313 in this order before flowing into the motor cooling mechanism 80.

[0112] The first multi-way valve 31 is controlled to change the flow direction of the serially connected circuit formed by the motor cooling mechanism 80 and the battery cooling mechanism 83 as follows: The coolant flows out of the drain port of the motor cooling mechanism 80, then flows into the first valve port m318, then flows into the first valve port k317, and flows from the first valve port k317 to the supply port of the radiator 82. After undergoing heat exchange in the radiator 82, the coolant flows from the drain port of the radiator 82 to the first valve port e314, then flows into the first valve port a311, and then flows from the first valve port a311 to the battery water pump 22. After being pressurized by the battery water pump 22, the coolant flows into the battery cooling mechanism 83. After flowing out of the battery cooling mechanism 83, the coolant is divided into two routes. One route flows into the first valve port f315, then into the first valve port h316, and flows out from the first valve port h316. The coolant on the other route passes through the controller 81, then merges with the coolant flowing out from the first valve port h316, and together they flow into the heat exchanger 50. From the heat exchanger 50, it flows into the first valve port b312, flows into the first valve port c313, flows from the first valve port c313 to the motor water pump 23, is circulated and pressurized by the motor water pump 23, and then flows into the coolant supply port of the motor cooling mechanism 80, thus forming a closed circuit. At this time, the motor cooling mechanism 80, battery cooling mechanism 83, and controller 81 are connected in series in the same circuit, and the heat generated therein is absorbed by the coolant and transferred to the radiator 82, which performs heat dissipation and temperature reduction processing on all of them at once.

[0113] FIG. 15 is a flow schematic diagram of a third mode of operation of the thermal management system provided herein.

[0114] As shown in FIG. 15, the third operating mode provided by the present application is a motor cooling mechanism rapid temperature rise mode, in which the motor cooling mechanism 80 is warmed up quickly during vehicle operation, and the temperature of the motor cooling mechanism 80 rises as quickly as possible to within the optimum operating temperature range. Correspondingly, the battery cooling mechanism 83 and the controller 81 are also warmed up, and their temperatures rise as quickly as possible to within the optimum operating temperature range. The specific control method of the thermal management system is as follows: a step of controlling communication between the first first valve port M318 and the ninth first valve port N319, communication between the ninth first valve port N319 and the third first valve port E314, and communication between the third first valve port E314 and the fourth first valve port C313 in the first multi-way valve 31, so that the coolant in the motor cooling mechanism 80 flows into the motor cooling mechanism 80 sequentially through the first first valve port M318, the ninth first valve port N319, the third first valve port E314, and the fourth first valve port C313; and a step of controlling communication between the seventh first valve port b312 and the eighth first valve port a311 in the first multi-way valve 31, so that the coolant flowing out of the heat exchanger 50 flows into the battery cooling mechanism 83 through the seventh first valve port b312 and the eighth first valve port a311 in that order.

[0115] The first multi-way valve 31 is controlled to direct the flow direction of the motor cooling mechanism circuit as follows: The coolant flows from the motor cooling mechanism 80 to the first valve port M318, then flows sequentially through the first valve port N319, the first valve port E314, and the first valve port C313, flows from the first valve port C313 to the motor water pump 23, and is circulated and pressurized by the motor water pump 23 before flowing into the motor cooling mechanism 80, thus forming a closed circuit. In this circuit, the coolant does not pass through the radiator 82, so heat absorbed by the coolant from the motor cooling mechanism 80 can be transferred back to the motor cooling mechanism 80, thereby reducing heat loss in the motor cooling mechanism 80 and enabling the temperature of the motor cooling mechanism 80 to rise as quickly as possible to within the optimal operating temperature range.

[0116] The first multi-way valve 31 is controlled to direct the flow direction of the battery cooling mechanism circuit as follows: After the coolant flows out of the battery cooling mechanism 83, it is divided into two routes. One route of the coolant flows into the first valve port f315, then into the first valve port h316 and flows out from the first valve port h316. The other route of the coolant flows through the controller 81, merges with the coolant flowing out from the first valve port h316, and both flow into the heat exchanger 50. From the heat exchanger 50, it flows into the first valve port b312, flows into the first valve port a311, and flows from the first valve port a311 to the battery water pump 22. It is circulated and pressurized by the battery water pump 22 before flowing into the battery cooling mechanism 83, thus forming a single closed circuit. In this operating mode, the heat exchanger 50 is not operated, that is, the heat exchanger 50 does not dissipate heat from the coolant that flows in, so that the heat absorbed by the coolant from the battery cooling mechanism 83 and the controller 81 can be transferred back to the battery cooling mechanism 83 and the controller 81, thereby reducing the heat loss of the battery cooling mechanism 83 and the controller 81 and allowing the temperatures of the battery cooling mechanism 83 and the controller 81 to rise as quickly as possible to within the optimal operating temperature range.

[0117] In this operating mode, the cockpit temperature is also low, so the heating circuit is activated to heat the cockpit, and when the temperature inside the cockpit rises to a certain value, the circuit is deactivated.

[0118] FIG. 16 is a flow schematic diagram of a fourth mode of operation of the thermal management system provided herein.

[0119] As shown in FIG. 16, the fourth operating mode provided by the present application is a waste heat recovery mode, in which the heat generated in the motor cooling mechanism 80 is collected to heat the battery cooling mechanism 83 and the controller 81. When the motor cooling mechanism 80 is operated for a certain period of time, its temperature can be quickly raised to within the optimum operating temperature range. However, at this time, the temperatures of the battery cooling mechanism 83 and the controller 81 are still low. Therefore, by transferring the heat generated in the motor cooling mechanism 80 to the battery cooling mechanism 83 and the controller 81, the temperatures of the battery cooling mechanism 83 and the controller 81 can be raised to within the optimum operating temperature range as quickly as possible. In this operating mode, the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to form a series-connected circuit. A specific control method of the thermal management system is as follows: a step of controlling communication between the third first valve port E314 and the eighth first valve port A311 in the first multi-way valve 31, so that the coolant in the motor cooling mechanism 80 flows into the battery cooling mechanism 83 through the first first valve port M318, the ninth first valve port N319, the third first valve port E314, and the eighth first valve port A311 in this order; and a step of controlling communication between the seventh first valve port b312 and the fourth first valve port c313 in the first multi-way valve 31, so that the coolant flowing out of the heat exchanger 50 passes through the seventh first valve port b312 and the fourth first valve port c313 in that order and flows into the motor cooling mechanism 80.

[0120] The first multi-way valve 31 is controlled so that the flow direction of the circuit in which the motor cooling mechanism 80 and battery cooling mechanism 83 are connected in series is as follows: The coolant flows from the motor cooling mechanism 80 to the first valve port M318, then flows sequentially through the first valve port N319, the first valve port E314, and the first valve port A311, flows from the first valve port A311 to the battery water pump 22, is circulated and pressurized by the battery water pump 22, and then flows into the battery cooling mechanism 83. After flowing out of the battery cooling mechanism 83, the coolant is divided into two routes; one route flows into the first valve port F315, then into the first valve port H316, and flows out from the first valve port H316. The coolant in the other route flows through the controller 81, then merges with the coolant flowing out from the first valve port h316, and together they flow into the heat exchanger 50, then flows from the heat exchanger 50 to the first valve port b312, then flows into the first valve port c313, and flows from the first valve port c313 to the motor water pump 23, where it is circulated and pressurized by the motor water pump 23 before flowing into the motor cooling mechanism 80, thus forming a closed circuit. In this operating mode, the radiator 82 and the heat exchanger 50 are both inactive, and the heat generated in the motor cooling mechanism 80 is transferred by the coolant to the battery cooling mechanism 83 and the controller 81, thereby heating the battery cooling mechanism 83 and the controller 81.

[0121] At this time, the heating circuit temperature Whether the operation state is turned on or not is determined by the level of the signal.

[0122] FIG. 17 is a flow schematic diagram of a fifth mode of operation of the thermal management system provided herein.

[0123] As shown in Figure 17, the fifth operating mode provided by the present application is a mode in which the motor cooling mechanism 80 heats up quickly, the battery cooling mechanism 83 does not have a flow rate requirement, and the controller 81 does. In this operating mode, the motor cooling mechanism circuit is the same as the motor cooling mechanism circuit in the third operating mode, so a repeated description will not be given here. Only the battery cooling mechanism circuit will be described below.

[0124] The first multi-way valve 31 is controlled to control the specific flow direction of the battery cooling mechanism circuit as follows: After flowing out of the battery cooling mechanism 83, all of the coolant flows into the controller 81, flows out of the controller 81 and into the heat exchanger 50, flows from the heat exchanger 50 to the first valve port b312, flows into the first valve port a311, flows from the first valve port a311 to the battery water pump 22, is circulated and pressurized by the battery water pump 22, and then flows into the battery cooling mechanism 83, thus forming a closed circuit. In this operating mode, a high flow rate of coolant is required when the controller 81 is operating, so all of the coolant flowing out of the battery cooling mechanism 83 flows into the controller 81 to meet the operating requirements, but the flow rate of the coolant flowing through the battery cooling mechanism 83 does not change.

[0125] FIG. 18 is a flow schematic diagram of a sixth mode of operation of the thermal management system provided by the present application.

[0126] As shown in FIG. 18, the sixth operating mode provided by the present application requires cooling of the motor cooling mechanism 80, does not require a flow rate for the battery cooling mechanism 83, and has a flow rate requirement and an air exhaust mode for the controller 81. In this operating mode, the flow direction of the motor cooling mechanism circuit is the same as that of the motor cooling mechanism circuit in the first operating mode. The battery cooling mechanism circuit is the same as that of the battery cooling mechanism circuit in the fifth operating mode, so it will not be described again here. Note that during vehicle maintenance, air is typically allowed to flow into the controller 81. Therefore, the air exhaust mode refers to a mode in which air that has entered the controller 81 is exhausted and all coolant is allowed to flow into the controller 81, thereby exhausting the air inside through the refill port of the water storage area 150, so as not to affect vehicle operation.

[0127] In the sixth operating mode, the heating circuit is also stopped.

[0128] FIG. 19 is a flow schematic diagram of a seventh mode of operation of the thermal management system provided by the present application.

[0129] As shown in FIG. 19, the seventh operating mode provided by the present application is a large-scale series-connected auxiliary air exhaust mode, which performs exhaust treatment for the entire thermal management system. In this operating mode, the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to form a large-scale series-connected circuit.

[0130] The flow direction of the coolant in the large series-connected circuit is as follows: the coolant flows from the motor cooling mechanism 80 to the first valve port M318, then to the first valve port K317, and from the first valve port K317 to the radiator 82, flows out of the radiator 82, then flows into the first valve port E314, then into the first valve port A311, flows out of the first valve port A311, flows into the battery water pump 22, is pressurized by the battery water pump 22, and then flows into the battery cooling mechanism 83. After flowing out of the battery cooling mechanism 83, the entire coolant flows into the controller 81, flows out of the controller 81, flows into the heat exchanger 50, flows out of the heat exchanger 50, flows into the first valve port b312, and then flows into the first valve port c313, flows from the first valve port c313 to the motor water pump 23, is circulated and pressurized by the water pump 23 of the motor cooling mechanism 80, and then flows into the motor cooling mechanism 80, thus forming a closed circuit. In this operating mode, the vehicle is stopped, and the radiator 82 and heat exchanger 50 are inactive. At this time, the radiator 82 functions as a large-capacity gas-liquid separator, and the coolant discharges air in the thermal management system into the radiator 82, and the radiator 82 discharges the air. This allows the entire system to circulate normally.

[0131] Accordingly, since the vehicle is at a standstill, the heating circuit is likewise deactivated.

[0132] Finally, it should be noted that the above embodiments are for illustrating the technical solutions of the present application, not for limiting the same. The present application will be described in detail with reference to the above embodiments, but those skilled in the art may still modify the technical solutions described in the above embodiments or make equivalent substitutions for some or all of the technical features thereof, and it should be understood that such modifications or substitutions will not deviate from the essence of the corresponding technical solutions and the scope of the technical solutions of the embodiments of the present application.

[0133] This application claims priority from a Chinese patent application filed with the Patent Office of the People's Republic of China on September 27, 2021, bearing application number 202111137071.2 and entitled "Thermal Management System, Vehicle, and Thermal Management Method," and from a Chinese patent application filed with the Patent Office of the People's Republic of China on September 27, 2021, bearing application number 202111138847.2 and entitled "Thermal Management System and Vehicle," the entire contents of which are incorporated herein by reference. [Explanation of symbols]

[0134] In each flow schematic diagram, the combination of a solid line and an arrow indicates the flow direction of the coolant, the combination of a dashed line and an arrow indicates the flow direction of the refrigerant, and the combination of a two-dot chain line and an arrow indicates the flow direction when the coolant is replenished. 10 - tank assembly, 11 - case, 12 - cover plate, 110 - connection port, 111 - first mounting area, 112 - second mounting area, 113 - first surface, 114 - first side, 120 - mounting portion, 130 - piping, 131 - radiator water supply pipe, 132 - radiator drain pipe, 133 - motor cooling mechanism water supply pipe, 134 - motor cooling mechanism drain pipe, 135 - battery cooling mechanism water supply pipe, 136 - battery cooling mechanism drain pipe, 137 - heater water supply pipe, 138 - heater drain pipe, 139 - heater core water supply pipe, 140 - heater core drain pipe, 150 - water storage area, 151 - filling port, 1111 - first connection port a, 1112 - first connection port b, 1113 - first connection port c, 1114 - first connection port e, 1115 - first connection port f, 1116 - first connection port h, 1117 - first connection port k, 1118 - first connection port m, 1119 - first connection port n, 1121 - second connection port a, 1122 - second connection port b, 1123 - second connection port c, 1124 - second connection port e, 1125 - second connection port f, 20 - pump assembly, 21 - heating water pump, 22 - battery water pump, 23 - motor water pump, 30 - valve unit, 31 - first multi-way valve, 32 - second multi-way valve, 311 - first valve port a, 312 - first valve port b, 313 - first valve port c, 314 - first valve port e, 315 - first valve port f, 316 - first valve port h, 317 - first valve port k, 318 - first valve port m, 319 - first valve port n, 321 - second valve port a, 322 - second valve port b, 323 - second valve port c, 324 - second valve port e, 325 - second valve port f, 40 - water-cooled condenser, 50-heat exchanger, 60-gas-liquid separator, 70 - air conditioning integration valve, 71 - first on-off valve, 72 - second on-off valve, 73 - first expansion valve, 74 - second expansion valve, 80 - motor cooling mechanism, 81 - controller, 82 - radiator, 83 - battery cooling mechanism, 84 - heater, 85 - heater core, 90 - air conditioning body evaporator, 91 - compressor, 92 - air conditioning body condenser, 93 - coaxial pipe.

Claims

1. A thermal management system comprising: a tank assembly, a valve unit, a radiator, and a heat exchanger; the tank assembly comprising a case and a cover plate; the case covering the cover plate and forming an accommodating chamber together with the cover plate; the valve unit attached to the case; a plurality of pipes for liquid circulation within the storage chamber, a plurality of connection ports in the case that communicate with the storage chamber, first ends of the pipes that communicate with the connection ports in a one-to-one correspondence, and second ends of the pipes and a portion of the pipes that are located outside the storage chamber; the valve unit has a plurality of valve ports, each of which communicates with one of the connection ports in a one-to-one correspondence; the valve unit includes a first multi-way valve and a second multi-way valve; the plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports; the first valve ports are located on the first multi-way valve; and the second valve ports are located on the second multi-way valve; The thermal management system, wherein the radiator and the heat exchanger are each in communication with different pipes.

2. A thermal management system comprising: a tank assembly, a pump assembly, and a valve unit; the tank assembly comprising a case and a cover plate; the case covering the cover plate and forming an accommodating chamber together with the cover plate; the pump assembly and the valve unit being respectively attached to the case; a plurality of pipes for liquid circulation within the storage chamber, a plurality of connection ports in the case that communicate with the storage chamber, first ends of the pipes that communicate with the connection ports in a one-to-one correspondence, and second ends of the pipes and a portion of the pipes that are located outside the storage chamber; a valve unit having a plurality of valve ports, each of which communicates with one of the connection ports in a one-to-one correspondence; and the valve unit being used to control disconnection or communication between the connection ports and the valve ports corresponding to the connection ports, thereby controlling disconnection or communication between the pipes.

3. a surface of the case facing the cover plate having a first mounting area and a second mounting area, the plurality of connection ports including a plurality of first connection ports and a plurality of second connection ports, the first connection ports being located within the first mounting area, and the second connection ports being located within the second mounting area; the valve unit comprises a first multi-way valve and a second multi-way valve, the plurality of valve ports comprises a plurality of first valve ports and a plurality of second valve ports, the first valve ports are located on the first multi-way valve, and the second valve ports are located on the second multi-way valve; 3. The thermal management system of claim 2, wherein the first multi-way valve is connected within the first mounting area, and the first connection ports communicate with the first valve ports in one-to-one correspondence; and the second multi-way valve is connected within the second mounting area, and the second connection ports communicate with the second valve ports in one-to-one correspondence.

4. the plurality of pipes include a plurality of first pipes, each of the first pipes includes two first sub-pipes, a first end of one of the first sub-pipes in each of the first pipes corresponds to the first attachment area, a second end of one of the first sub-pipes in each of the first pipes is used to communicate with a drain pipe of the same part of the vehicle, a first end of the other of the first sub-pipes in each of the first pipes corresponds to the first attachment area, and a second end of the other of the first sub-pipes in each of the first pipes is used to communicate with a water supply pipe of the same part of the vehicle; The thermal management system of claim 3 , wherein the component comprises at least one of a radiator, a battery cooler, and a motor cooler.

5. the plurality of pipes include a second pipe and a third pipe, a first end of the second pipe corresponding to the first mounting area, and a first end of the third pipe corresponding to the second mounting area; the second pipe includes two second sub-pipes, one of which is used to communicate with a drain pipe of a heater core in a vehicle, and the other of which is used to communicate with a water supply pipe of a heater in the vehicle; 4. The thermal management system of claim 3, wherein the third piping includes two third sub-pipes, one of the third sub-pipes being used to communicate with a drain pipe of the heater, and the other of the third sub-pipes being used to communicate with a water supply pipe of the heater core.

6. a water storage area within the storage chamber, the water storage area being located above the piping; The thermal management system of claim 2 , wherein the water storage area has a refill port in communication with the piping.

7. the cooling system further includes a water-cooled condenser and a heat exchanger, the water-cooled condenser being attached to a surface of the case opposite the cover plate, the water-cooled condenser having a first inlet and a first outlet, and the heat exchanger being attached to a surface of the cover plate opposite the case, the heat exchanger having a second inlet and a second outlet; the plurality of pipes include two fourth pipes, one of which has a first end corresponding to the second mounting area and communicates with the first inlet, the other of which has a first end corresponding to the first mounting area and communicates with the first outlet; 5. The thermal management system of claim 4, wherein the plurality of pipes include two fifth pipes, first ends of the fifth pipes both corresponding to the first mounting area, one of the fifth pipes communicating with the second outlet, and the other of the fifth pipes communicating with the second inlet.

8. The cooling system further includes a gas-liquid separator, the cover plate having a mounting portion positioned outside the accommodating chamber, the gas-liquid separator being attached to a surface of the mounting portion facing the case, and the gas-liquid separator being adjacent to the water-cooled condenser; 8. The thermal management system of claim 7, wherein the refrigerant inlet of the gas-liquid separator is connected to the refrigerant outlet of the heat exchanger, and the gas-liquid separator is further used to connect to the outlet of an air conditioning main body evaporator of the vehicle.

9. the air conditioning integration valve is attached to a surface of the mounting portion opposite to the case, the air conditioning integration valve is adjacent to the heat exchanger, and the air conditioning integration valve is in communication with a refrigerant inlet of the water-cooled condenser and a refrigerant inlet of the heat exchanger, respectively; a refrigerant outlet of the water-cooled condenser communicates with the air conditioning integration valve through a coaxial pipe; a refrigerant outlet of the gas-liquid separator communicates with an intake port of a compressor of the vehicle via the coaxial pipe; The coaxial pipe is further used to communicate with an outlet of a condenser inside the air conditioning main body of the vehicle; The thermal management system of claim 8, wherein the air conditioning integration valve is used to communicate with an inlet of the air conditioning main body internal condenser, and the air conditioning integration valve is further used to connect with an exhaust port of the compressor.

10. 3. The thermal management system of claim 2, wherein the pump assembly comprises a heating water pump, a battery water pump, and a motor water pump, the heating water pump, the battery water pump, and the motor water pump are each attached to a surface of the case opposite the cover plate, and the heating water pump, the battery water pump, and the motor water pump are each connected to different piping located outside the accommodating chamber.

11. A vehicle comprising a vehicle body and the thermal management system according to any one of claims 1 to 10 attached to the vehicle body.

12. A thermal management method to which the thermal management system according to claim 1 is applied, comprising: The method comprises: a step of controlling communication between a first first valve port and a second first valve port in a first multi-way valve, wherein the first first valve port communicates with a drain port of a motor cooling mechanism and the second first valve port communicates with a supply port of a radiator, and coolant in the motor cooling mechanism flows into the radiator sequentially through the first first valve port and the second first valve port; a step of controlling communication between a third first valve port and a fourth first valve port in a first multi-way valve, wherein a drain port of the radiator is communicated with the third first valve port and the fourth first valve port is communicated with a liquid supply port of the motor cooling mechanism, and the coolant that has flowed into the radiator is cooled by the radiator, and then flows into the motor cooling mechanism via the third first valve port and the fourth first valve port in that order.

13. The method comprises: a step of controlling communication between a fifth first valve port and a sixth first valve port in the first multi-way valve, wherein the fifth first valve port is connected to a drain port of a battery cooling mechanism and the sixth first valve port is connected to a liquid supply port of a heat exchanger, and the coolant in the battery cooling mechanism flows into the heat exchanger through the fifth first valve port and the sixth first valve port in this order; 13. The thermal management method of claim 12, further comprising: controlling communication between a seventh first valve port and an eighth first valve port in the first multi-way valve, wherein a drain port of the heat exchanger communicates with the seventh first valve port, a supply port of the battery cooling mechanism communicates with the eighth first valve port, and the coolant that has flowed into the heat exchanger is cooled by the heat exchanger and then flows into the battery cooling mechanism via the seventh first valve port and the eighth first valve port in that order.

14. The method comprises: a step of controlling communication between a third first valve port and an eighth first valve port in the first multi-way valve, wherein the coolant that has flowed into the radiator is cooled by the radiator and then flows into a battery cooling mechanism through the third first valve port and the eighth first valve port in this order; 13. The thermal management method of claim 12, further comprising: controlling communication between a seventh first valve port and a fourth first valve port in the first multi-way valve, wherein the coolant that has flowed into the heat exchanger is cooled in the heat exchanger and then flows into the motor cooling mechanism through the seventh first valve port and the fourth first valve port in that order.

15. The method comprises: controlling communication between a first first valve port and a ninth first valve port in the first multi-way valve, wherein the ninth first valve port communicates with the third first valve port, and the third first valve port communicates with the fourth first valve port, and the coolant in the motor cooling mechanism flows into the motor cooling mechanism sequentially through the first first valve port, the ninth first valve port, the third first valve port, and the fourth first valve port; 14. The thermal management method of claim 13, further comprising: controlling communication between a seventh first valve port and an eighth first valve port in the first multi-way valve, wherein the coolant flowing out of the heat exchanger flows into the battery cooling mechanism through the seventh first valve port and the eighth first valve port in that order.

16. The method comprises: controlling communication between the third first valve port and the eighth first valve port in the first multi-way valve, so that the coolant in the motor cooling mechanism flows into the battery cooling mechanism through the first first valve port, the ninth first valve port, the third first valve port, and the eighth first valve port in this order; 14. The thermal management method of claim 13, further comprising: controlling communication between a seventh first valve port and a fourth first valve port in the first multi-way valve, so that the coolant flowing out of the heat exchanger flows through the seventh first valve port and the fourth first valve port in that order and then into the motor cooling mechanism.

17. The method comprises: The thermal management method of any one of claims 13 to 16, further comprising the steps of: a portion of the coolant flowing out of the battery cooling mechanism flowing into a controller; and a portion of the coolant flowing out of the controller flowing into the heat exchanger.

18. The method comprises:

18. The thermal management method of claim 17, further comprising the step of controlling communication between a seventh first valve port and an eighth first valve port in the first multi-way valve, wherein a portion of the coolant in the battery cooling mechanism flows into the heat exchanger via the controller, and the coolant flowing out of the heat exchanger flows into the battery cooling mechanism via the seventh first valve port and the eighth first valve port.

19. The method comprises: controlling communication between a first of the second valve ports and a second of the second valve ports in a second multi-way valve, wherein the first of the second valve ports communicates with a drain port of a heater, the second of the second valve ports communicates with a feed port of a heater core, and the drain port of the heater core communicates with the feed port of the heater; The thermal management method of claim 13 , further comprising: the coolant flowing out of the heater sequentially through a first second valve port, a second second valve port, and the heater core before flowing into the heater.

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