Thermal management systems, vehicles and thermal management methods

Abstract

The present application provides a thermal management system, a vehicle, and a thermal management method. The thermal management system comprises a kettle assembly and a valve unit. The kettle assembly comprises a housing and a cover plate. The housing is covered over the cover plate and together with the cover plate forms a receiving chamber. A valve unit is installed on the housing. Within the receiving chamber, there are a plurality of pipelines through which liquid flows. On the housing, there are a plurality of ports communicating with the receiving chamber. A first end of a pipeline and a port are correspondingly connected, and a second end of a pipeline and a partial pipeline are located outside the receiving chamber. The valve unit has a plurality of valve ports, and the valve ports are correspondingly connected. The thermal management system according to the present application can shorten the total length of the pipeline, reduce flow resistance within the pipeline, and improve the operational efficiency of the system.

Description

Technology Field

[0001] This application relates to the field of vehicle technology, and in particular to a thermal management system, a vehicle, and a thermal management method.

[0002] The present application claims priority to the Chinese patent application filed with the Chinese Patent Office on September 27, 2021, with application number 202111137071.2 and title "Thermal management system, vehicle and thermal management method," and the Chinese patent application filed with the Chinese Patent Office on September 27, 2021, with application number 202111138847.2 and title "Thermal management system and vehicle," all of which are incorporated into the present application by reference. Background Technology

[0003] With the proliferation of new energy vehicles, the importance of vehicle thermal management systems is becoming increasingly prominent. Compared to traditional fuel-powered vehicles, the thermal management systems of new energy vehicles have become more complex, and the requirements have become higher.

[0004] Currently, pure electric vehicles generally require the installation of many thermal management components to meet the thermal management demands of the finished vehicle, such as pumps, heat exchangers, water-cooled condensers, two-way solenoid valves, two-way proportional valves, and cooling pipelines. As the driving range of electric vehicles increases, the demand for work condition design regarding the thermal management of finished vehicles is growing, and the quantity of components required for the thermal management system is increasing accordingly. Since the placement of each component is relatively dispersed, the space occupied by the components after installation in the vehicle is relatively large; however, the thermal management demands of the finished vehicle must be satisfied by using a large number of cooling pipelines to connect the dispersed components, allowing the coolant to circulate between them.

[0005] However, using a large number of cooling pipelines for connection increases the length of the cooling pipelines in the overall system, increases the flow resistance of the coolant within the pipelines, and lowers the operating efficiency of the thermal management system. Prior art literature

[65535] [Patent Documents] (Patent Document 1) Chinese Patent Publication No. 113276630 (Published Aug. 20, 2021) (Patent Document 2) Chinese Patent Publication No. 113232488 (Published Aug. 10, 2021) The problem to be solved

[0006] The present application provides a thermal management system, a vehicle, and a thermal management method to solve the problem in the prior art where a large number of cooling pipelines are connected, resulting in an increased cooling pipeline length in the overall system, increased flow resistance of the coolant within the cooling pipelines, and low operating efficiency of the thermal management system. means of solving the problem

[0007] According to one aspect of the present application, a thermal management system for use in a vehicle is provided. The thermal management system comprises a kettle assembly, a valve unit, a radiator, and a heat exchanger, wherein the kettle assembly comprises a housing and a cover plate, the housing is covered on the cover plate and together with the cover plate forms a receiving chamber, and the valve unit is installed on the housing;

[0008] There are multiple pipelines through which liquid flows within the receiving chamber, and there are multiple ports on the housing that communicate with the receiving chamber, the first end of the pipeline and the port are in one-to-one correspondence with each other, and the second end of the pipeline and the partial pipeline are located outside the receiving chamber;

[0009] The valve unit is provided with a plurality of valve ports, and the valve ports are connected in a one-to-one correspondence, and the valve unit includes a first multiway valve and a second multiway valve, and the plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports, the first valve port is located on the first multiway valve, and the second valve port is located on the second multiway valve; and the radiator and the heat exchanger are each connected to different pipelines.

[0010] According to two aspects of the present application, a thermal management system for use in a vehicle is provided. The thermal management system comprises a kettle assembly, a pump assembly, and a valve unit, wherein the kettle assembly comprises a housing and a cover plate, the housing is covered on the cover plate and together with the cover plate forms a receiving chamber, and the pump assembly and the valve unit are each installed on the housing;

[0011] There are multiple pipelines through which liquid flows within the receiving chamber, and there are multiple ports on the housing that communicate with the receiving chamber, the first end of the pipeline and the port are in one-to-one correspondence with each other, and the second end of the pipeline and the partial pipeline are located outside the receiving chamber;

[0012] The valve unit is equipped with a plurality of valve ports, and the valve ports are connected in a one-to-one correspondence. The valve unit is intended to control the blocking or connection between the ports and the valve ports corresponding to the ports, thereby controlling the blocking or connection between the pipelines.

[0013] In a possible embodiment, a thermal management system according to the present application comprises, on one side of a housing facing a cover plate, a first installation area and a second installation area, and a plurality of ports including a plurality of first ports and a plurality of second ports, wherein the first port is located within the first installation area and the second port is located within the second installation area;

[0014] The valve unit includes a first multiway valve and a second multiway valve, and a plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports, the first valve port is located on the first multiway valve, and the second valve port is located on the second multiway valve;

[0015] The first multiway valve is connected within the first installation area, and the first port and the first valve port are connected in a one-to-one correspondence, and the second multiway valve is connected within the second installation area, and the second port and the second valve port are connected in a one-to-one correspondence.

[0016] In a possible embodiment, in a thermal management system according to the present application, a plurality of pipelines comprises a plurality of first pipelines, each first pipeline comprises two first sub-pipes, a first end of one first sub-pipeline among each first pipeline corresponds to a first installation area, a second end of one first sub-pipeline among each first pipeline is to communicate with an outlet pipe of the same component in a vehicle, a first end of another first sub-pipeline among each first pipeline corresponds to a first installation area, and a second end of another first sub-pipeline among each first pipeline is to communicate with an inlet pipe of the same component in a vehicle;

[0017] The component includes at least one of a radiator, a battery cooler, and a motor cooler.

[0018] In a possible embodiment, in a thermal management system according to the present application, a plurality of pipelines includes a second pipeline and a third pipeline, a first stage of the second pipeline and a first installation area correspond, and a first stage of the third pipeline and a second installation area correspond;

[0019] The second pipeline includes two second sub-pipes, one of the second sub-pipes is intended to communicate with the outlet pipe of a hot air core in the vehicle, and the other of the second sub-pipes is intended to communicate with the inlet pipe of a heater in the vehicle;

[0020] The third pipeline includes two third sub-pipes, one of the third sub-pipes is to be connected to the outlet pipe of the heater, and the other of the third sub-pipes is to be connected to the inlet pipe of the hot air core.

[0021] In a possible embodiment, the thermal management system according to the present application comprises a water storage area inside a receiving chamber, wherein the water storage area is located above each pipeline;

[0022] The reservoir area is equipped with a liquid replenishment port, and the liquid replenishment port and the pipeline are connected.

[0023] In a possible embodiment, the thermal management system according to the present application further comprises a water-cooled condenser and a heat exchanger, wherein the water-cooled condenser is installed on one side of a housing facing a cover plate, the water-cooled condenser has a first inlet and a first outlet, and the heat exchanger is installed on one side of a cover plate facing a housing, the heat exchanger has a second inlet and a second outlet;

[0024] A plurality of pipelines includes two fourth pipelines, the first end of one fourth pipeline corresponds to the second installation area, one fourth pipeline is connected to the first inlet, the first end of another fourth pipeline corresponds to the first installation area, and the other fourth pipeline is connected to the first outlet;

[0025] A plurality of pipelines includes two fifth pipelines, and the first stage of each fifth pipeline corresponds to the first installation area, and one fifth pipeline is connected to the second outlet, and the other fifth pipeline is connected to the second inlet.

[0026] In a possible embodiment, the thermal management system according to the present application further comprises a gas-liquid separator, an installation portion is provided on a cover plate, the installation portion is located outside a receiving chamber, the gas-liquid separator is installed on one side of the installation portion facing the housing, and the gas-liquid separator and the water-cooled condenser are adjacent to each other;

[0027] The refrigerant inlet of the gas-liquid separator and the refrigerant outlet of the heat exchanger are connected, and the gas-liquid separator is also intended to be connected to the evaporator outlet of the vehicle's air conditioner unit.

[0028] In a possible embodiment, the thermal management system according to the present application further comprises an air conditioner integrated valve, wherein the air conditioner integrated valve is installed on one side of an installation portion facing away from a housing, the air conditioner integrated valve and a heat exchanger are adjacent to each other, and the air conditioner integrated valve is in communication with the refrigerant inlet of a water-cooled condenser and the refrigerant inlet of a heat exchanger, respectively;

[0029] The refrigerant outlet of the water-cooled condenser is connected to the air conditioner integrated valve through a coaxial tube;

[0030] The refrigerant outlet of the gas-liquid separator is connected to the vehicle's compressor intake through a coaxial tube;

[0031] The coaxial tube is also intended to communicate with the condenser outlet inside the vehicle's air conditioner body;

[0032] The air conditioner integrated valve is intended to communicate with the condenser inlet inside the air conditioner unit, and the air conditioner integrated valve is also intended to connect to the compressor exhaust port.

[0033] In a possible embodiment, the thermal management system according to the present application further comprises a pump assembly, a battery pump, and a motor pump, wherein the heating pump, the battery pump, and the motor pump are each installed on one side of a housing facing away from a cover plate, and the heating pump, the battery pump, and the motor pump are each connected to different pipelines located outside the receiving chamber.

[0034] According to the third aspect of the present application, a vehicle comprising a vehicle body and a thermal management system installed in the vehicle body is provided.

[0035] According to the fourth aspect of the present application, a thermal management method using a thermal management system is provided, wherein the method comprises:

[0036] A step of controlling the first first valve port and the second first valve port of the first multiway valve to be in communication, wherein the first first valve port is in communication with the liquid outlet of the motor cooling mechanism and the second first valve port is in communication with the liquid inlet of the radiator, and the coolant of the motor cooling mechanism sequentially flows into the radiator through the first first valve port and the second first valve port;

[0037] The method includes a step of controlling the third first valve port and the fourth first valve port of the first multiway valve to be in communication, wherein the liquid outlet of the radiator is in communication with the third first valve port and the fourth first valve port is in communication with the liquid inlet of the motor cooling mechanism, and the coolant introduced into the radiator is cooled in the radiator and then sequentially flows into the motor cooling mechanism via the third first valve port and the fourth first valve port.

[0038] In a possible embodiment, the thermal management method according to the present application, the method is,

[0039] A step of controlling the fifth first valve port and the sixth first valve port of the first multiway valve to be in communication, wherein the fifth first valve port is in communication with the liquid outlet of the battery cooling mechanism and the sixth first valve port is in communication with the liquid inlet of the heat exchanger, and the coolant of the battery cooling mechanism sequentially flows into the heat exchanger through the fifth first valve port and the sixth first valve port;

[0040] The method further includes a step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve so that they are connected, wherein the liquid outlet of the heat exchanger is connected to the seventh first valve port and the liquid inlet of the battery cooling mechanism is connected to the eighth first valve port, and the coolant introduced into the heat exchanger is cooled in the heat exchanger and then sequentially passes through the seventh first valve port and the eighth first valve port to flow into the battery cooling mechanism.

[0041] In a possible embodiment, the thermal management method according to the present application, the method is,

[0042] A step of controlling the third first valve port and the eighth first valve port of the first multiway valve so as to be in communication, wherein the coolant flowing into the radiator is cooled in the radiator and then sequentially flows into the battery cooling mechanism through the third first valve port and the eighth first valve port;

[0043] The method further includes a step of controlling the seventh first valve port and the fourth first valve port of the first multiway valve so that they are connected, wherein the cooling liquid introduced into the heat exchanger is cooled in the heat exchanger and then sequentially flows through the seventh first valve port and the fourth first valve port to the motor cooling mechanism.

[0044] In a possible embodiment, the thermal management method according to the present application, the method is,

[0045] A step of controlling the first first valve port and the ninth first valve port of the first multiway valve to be in communication, wherein the ninth first valve port is in communication with the third first valve port, the third first valve port is in communication 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;

[0046] The method further includes a step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve to be connected, wherein the coolant discharged from the heat exchanger sequentially flows through the seventh first valve port and the eighth first valve port into the battery cooling mechanism.

[0047] In a possible embodiment, the thermal management method according to the present application, the method is,

[0048] A step of controlling the third first valve port and the eighth first valve port of the first multiway valve so as to be in communication, wherein the coolant in the motor cooling mechanism flows into the battery cooling mechanism sequentially through the first first valve port, the ninth first valve port, the third first valve port, and the eighth first valve port;

[0049] The method further includes a step of controlling the seventh first valve port and the fourth first valve port of the first multiway valve so that they are connected, wherein the coolant discharged from the heat exchanger sequentially flows through the seventh first valve port and the fourth first valve port to the motor cooling mechanism.

[0050] In a possible embodiment, the thermal management method according to the present application, the method is,

[0051] It further includes a step in which partial coolant leaked from the battery cooling mechanism flows into the controller, and coolant leaked from the controller flows into the heat exchanger.

[0052] In a possible embodiment, the thermal management method according to the present application, the method is,

[0053] The method further includes a step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve to be in communication, wherein the coolant in the battery cooling mechanism flows into the heat exchanger via the controller, and the coolant discharged from the heat exchanger flows into the battery cooling mechanism via the seventh first valve port and the eighth first valve port.

[0054] In a possible embodiment, the thermal management method according to the present application, the method is,

[0055] A step of controlling the first second valve port and the second second valve port of the second multiway valve so that they are in communication, wherein the first second valve port is in communication with the liquid outlet of the heater, the second second valve port is in communication with the liquid inlet of the hot air core, and the liquid outlet of the hot air core is in communication with the liquid inlet of the heater;

[0056] The coolant leaked from the heater further includes a step in which it flows into the heater sequentially through the first second valve port, the second second valve port, and the hot air core. Effects of the invention

[0057] The present application provides a thermal management system, a vehicle, and a thermal management method. The thermal management system comprises a kettle assembly and a valve unit. The kettle assembly comprises a housing and a cover plate. The housing is covered over the cover plate and together with the cover plate forms a receiving chamber. A valve unit is installed on the housing. Within the receiving chamber, there are a plurality of pipelines through which liquid flows. On the housing, there are a plurality of ports communicating with the receiving chamber. A first end of a pipeline and a port are in one-to-one correspondence, and a second end of a pipeline and a partial pipeline are located outside the receiving chamber. The valve unit has a plurality of valve ports, and the valve ports are in one-to-one correspondence. By installing an integrated kettle assembly, each component of the thermal management system is integrated onto the housing and cover plate of the kettle assembly, and the pipeline for coolant circulation is integrated inside the receiving chamber. This enables the integration of components that are previously installed in a dispersed manner into a single module assembly. The highly integrated thermal management system not only effectively saves installation space but also reduces the volume of pipelines, decreases flow resistance within the pipelines, and improves the operational efficiency of thermal management. This solves the problem in the conventional technology where connecting a large volume of cooling pipelines increases the length of the cooling pipelines within the overall system, leading to increased flow resistance of the coolant within the pipelines and lower operational efficiency of the thermal management system. Brief explanation of the drawing

[0058] In order to more clearly explain the technical solutions according to the embodiments of the present application or the prior art, the accompanying drawings necessary to explain the embodiments or prior art are briefly introduced below. The accompanying drawings described below are merely some embodiments of the present application, and it is obvious that a person skilled in the art can obtain other accompanying drawings based on these drawings without creative effort. Figure 1 is a structural diagram of a thermal management system according to the present application. FIG. 2 is another structural diagram of a thermal management system according to the present application. FIG. 3 is a structural diagram of a kettle assembly in a thermal management system according to the present application. FIG. 4 is another structural diagram of a kettle assembly among the thermal management systems according to the present application. Figure 5 is an enlarged view of part A of Figure 3. Figure 6 is an enlarged view of part B of Figure 3. FIG. 7 is a structural diagram of a first multiway valve in a thermal management system according to the present application. FIG. 8 is a structural diagram of a second multiway valve in a thermal management system according to the present application. Figure 9 is an enlarged view of part C of Figure 4. FIG. 10 is a diagram showing the distribution of a thermal management system according to the present application. Figure 11 is an enlarged view of part D of Figure 10. Figure 12 is an enlarged view of part E of Figure 10. FIG. 13 is a drawing showing the flow of the first work condition of the thermal management system according to the present application. FIG. 14 is a drawing showing the flow of the second work condition of the thermal management system according to the present application. FIG. 15 is a diagram showing the flow of the third work condition of the thermal management system according to the present application. FIG. 16 is a diagram showing the flow of the fourth work condition of the thermal management system according to the present application. FIG. 17 is a diagram showing the flow of the fifth work condition of the thermal management system according to the present application. FIG. 18 is a drawing showing the flow of the sixth work condition of the thermal management system according to the present application. FIG. 19 is a drawing showing the flow of the seventh work condition of the thermal management system according to the present application. Specific details for implementing the invention

[0059] In order to make the purpose, technical solution, and advantages of the embodiments of the present application clearer, the technical solution according to the embodiments of the present application is described below in combination with the attached drawings. Of course, the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments obtained by a person of ordinary knowledge in the art without creative labor based on the embodiments of the present application fall within the scope of protection of the present application.

[0060] In describing this application, unless otherwise specified or limited, the terms “installation,” “interconnection,” and “connection” should be understood in a broad sense, for example, they may be a fixed connection, an indirect connection through an intermediate medium, communication within two elements, or an interaction relationship between two elements. A person skilled in the art can understand the specific meaning of the aforementioned terms in this application depending on the specific situation.

[0061] In the description of this application, it should be understood that the orientations or positional relationships indicated by terms such as “up,” “down,” “front,” “back,” “vertical,” “horizontal,” “up,” “down,” “inside,” “outside,” etc., are based on the orientations or positional relationships depicted in the accompanying drawings and are intended merely to facilitate and simplify the description of this application; they do not indicate or imply that the device or element indicated must necessarily have a specific orientation, be configured in a specific orientation, or operate in a specific orientation, and therefore should not be understood as a limitation to this application.

[0062] The terms “first,” “second,” and “third” (if any) in the specification, claims, and the aforementioned accompanying drawings of this application are intended to distinguish similar objects and do not require explanation of a specific order or priority. The data used herein are interchangeable where appropriate, and it should be understood that this allows the embodiments of this application described herein to be practiced in an order other than, for example, as shown or described herein.

[0063] Meanwhile, the terms “include” and “comprising” and any variations thereof are intended to imply non-exclusive inclusion, for example, a process, method, system, product, or maintenance tool comprising a series of steps or units is not limited to such steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or maintenance tool.

[0064] With the proliferation of new energy vehicles, the importance of vehicle thermal management systems is becoming increasingly prominent. Compared to traditional fuel-powered vehicles, the thermal management systems of new energy vehicles have become more complex, and the requirements have become higher.

[0065] Pure electric vehicles generally require the installation of numerous thermal management components to meet the thermal management demands of the finished vehicle. Examples include expansion pumps, motor pumps, battery pumps, hot air pumps, heat exchangers, water-cooled condensers, water temperature sensors, 4-way solenoid valves, 3-way solenoid valves, 2-way solenoid valves, 2-way proportional valves, 3-way proportional valves, cooling connection pipelines, air conditioning gas-liquid separators, air conditioning EXV (Electric Expansion Valve) valves, air conditioning SOV (Solenoid Operated Valve) valves, and air conditioning connection pipelines. Currently, to further increase the driving range of electric vehicles, the demand for work condition design regarding thermal management in finished vehicles is increasing, and the number of components requiring thermal management is growing accordingly. Since the placement of each component in the thermal management system is relatively dispersed, the system occupies a larger installation space within the vehicle. Consequently, a large volume of cooling and air conditioning pipelines must be used to connect the dispersed components, thereby satisfying the thermal management demands of each component of the vehicle.

[0066] However, using a large number of cooling pipelines for connection increases the length of the cooling pipelines in the overall system, increases the flow resistance of the coolant within the pipelines, and lowers the operating efficiency of the thermal management system.

[0067] Based on this, the present application provides a thermal management system, a vehicle, and a thermal management method. By integrating the design of components within the vehicle thermal management system, the length of the pipeline within the thermal management system is reduced, and the operational efficiency of the thermal management system is improved.

[0068] Examples

[0069] FIG. 1 is a structural diagram of a thermal management system according to the present application, FIG. 2 is another structural diagram of a thermal management system according to the present application; FIG. 3 is a structural diagram of a kettle assembly among the thermal management system according to the present application; FIG. 4 is another structural diagram of a kettle assembly among the thermal management system according to the present application.

[0070] As illustrated in FIGS. 1 and 2, a thermal management system according to an embodiment of the present application comprises a kettle assembly (10), a pump assembly (20), and a valve unit (30). As illustrated in FIGS. 3 and 4, the kettle assembly (10) comprises a housing (11) and a cover plate (12), the housing (11) is covered by the cover plate (12) and together with the cover plate (12) forms a receiving chamber (not shown in the drawings), and the pump assembly (20) and the valve unit (30) are each installed on the housing (11); there are a plurality of pipelines (130) through which liquid flows within the receiving chamber, and a plurality of ports (110) communicating with the receiving chamber are provided on the housing (11), the first end of the pipeline (130) and the port (110) are in one-to-one correspondence and communicate, and the second end of the pipeline (130) and a portion of the pipeline (130) are located outside the receiving chamber; The valve unit (30) is provided with a plurality of valve ports (not shown in the drawing), and the valve ports and the port (110) are connected in a one-to-one correspondence. The valve unit (30) is intended to control the blocking or connection of the valve ports corresponding to the port (110) and thereby controls the blocking or connection between the pipelines.

[0071] The kettle assembly (10) is a core component of the thermal management system and has various functions. The kettle assembly (10) not only provides a cooling liquid to cool and lower the temperature of each component in the thermal management system, but also simultaneously fixes and supports each component to integrate the dispersed components into an integrated thermal management module, thereby making the arrangement of each component more compact and reducing the installation space of the thermal management system on the vehicle body.

[0072] Referring further to FIGS. 3 and FIGS. 4, the kettle assembly (10) comprises a housing (11) and a cover plate (12), the housing (11) has a first surface (113) and a second surface (not shown in the drawings) facing the first surface (113), the cover plate (12) is covered on the second surface of the housing (11), and the housing (11) is connected to the cover plate (12) using a hot plate welding process and together forms a receiving chamber.

[0073] Referring further to FIGS. 1 and FIGS. 3, the pump assembly (20) and the valve unit (30) are each fixedly installed on the first surface (113) of the housing (11).

[0074] Referring further to FIGS. 3 and FIGS. 4, a plurality of pipelines (130) for circulating coolant are installed inside the receiving chamber of the kettle assembly (10), and the pipelines (130) are intended to communicate with each component of the thermal management system and transport the coolant to the corresponding component. A plurality of ports (110) are installed on the first surface (113) of the housing (11), and each port (110) is in communication with the receiving chamber. The first end of the pipeline (130) and the port (110) correspond one-to-one and are in communication with each other. The second end of the pipeline (130) is drawn out of the receiving chamber and is located outside the receiving chamber and part of the pipeline (130), and the second end of the pipeline (130) is in communication with the component installed in the housing (11) to transport the coolant.

[0075] In the present application, each component of the thermal management system is integrated and installed in a housing (11), thereby making the overall layout of the thermal management system more compact and significantly reducing the distance between each component; and by installing a pipeline (130) for communicating between each component inside a receiving chamber, the overall spatial layout of the system can be optimized, and the total length of the pipeline (130) can be significantly shortened, thereby effectively reducing the internal resistance of the pipeline (130) and improving the operational efficiency of the thermal management system.

[0076] A plurality of valve ports are installed on the valve unit (30), and the valve ports and ports (110) correspond one-to-one and are connected. Each pipeline (130) is connected through the valve unit (30), and the coolant flows into each component through the valve unit (30). The valve unit (30) is intended to control the blocking or connection of the ports (110) and the valve ports connected to the ports (110), controls the blocking or connection between the pipelines (130) where each port (110) is located, and further controls the flow rate of the coolant flowing into the components connected to each pipeline (130).

[0077] A valve unit (30) and a pipeline (130) installed in a thermal management system are connected in series to form a closed cooling circuit, and by controlling the opening and closing of different cooling circuits through the valve unit (30), the demand for cooling liquid from each component is satisfied and the operating efficiency of the entire thermal management system is improved.

[0078] The present application implements the integration of components that are dispersed in the prior art into a single module assembly by installing an integrated kettle assembly (10), integrating each component of the thermal management system onto a housing (11) and a cover plate (12) within the kettle assembly (10), and integrating a pipeline (130) for the circulation of cooling liquid into a receiving chamber. The highly integrated thermal management system not only effectively saves installation space but also unifies the external ports of the pipeline (130) to make the arrangement of the pipeline (130) more compact, saves a large number of pipelines (130), and reduces flow resistance within the pipeline (130), thereby improving the operational efficiency of the thermal management system. It solves the problem in the prior art where a large number of cooling pipelines are used and connected, increasing the length of the cooling pipeline in the entire system, which increases the flow resistance of the cooling liquid within the cooling pipeline and lowers the operational efficiency of the thermal management system.

[0079] Referring further to FIG. 3, a first installation area (111) and a second installation area (112) are provided on one side of the housing (11) facing the cover plate (12), and a plurality of ports (110) include a plurality of first ports (not shown in the drawing) and a plurality of second ports (not shown in the drawing), the first ports are located within the first installation area (111), and the second ports are located within the second installation area (112). The one side of the housing (11) facing the cover plate (12) is a first surface (113) of the housing (11), and a first installation area (111) and a second installation area (112) for installing a valve assembly are installed on the first surface (113).

[0080] Figure 5 is an enlarged view of part A of Figure 3, and Figure 6 is an enlarged view of part B of Figure 3.

[0081] As illustrated in FIGS. 3, 5 and 6, nine first ports are installed within the first installation area (111), each being first port a (1111), first port b (1112), first port c (1113), first port e (1114), first port f (1115), first port h (1116), first port k (1117), first port m (1118), and first port n (1119). Five second ports are installed within the second installation area (112), each being second port a (1121), second port b (1122), second port c (1123), second port e (1124), and second port f (1125).

[0082] FIG. 7 is a structural diagram of a first multiway valve in a thermal management system according to the present application, FIG. 8 is a structural diagram of a second multiway valve in a thermal management system according to the present application, and FIG. 9 is an enlarged view of part C of FIG. 4.

[0083] As illustrated in FIGS. 1, 7 and 8, the valve unit (30) includes a first multiway valve (31) and a second multiway valve (32), and a plurality of valve ports include a plurality of first valve ports (not shown in the drawings) and a plurality of second valve ports (not shown in the drawings), and the first valve ports are located on the first multiway valve (31) and the second valve ports are located on the second multiway valve (32).

[0084] Specifically, the first multiway valve (31) includes a valve seat (not shown in the drawing) and a valve core (not shown in the drawing) rotatably installed within the valve seat, the valve core having a plurality of rotational positions, a plurality of first valve ports installed on the valve seat, and a set of conductive structures corresponding to each first valve port installed on the valve core, and each set of conductive structures includes a plurality of conductive structures installed along the circumferential direction; when the valve core rotates to a different rotational position, the set of conductive structures matches the first valve port corresponding to a different conductive structure among the sets of conductive structures so that the first valve port forms a different conductive state.

[0085] A valve core is rotatably installed on a valve seat, and a plurality of first valve ports are installed on the valve seat. A set of conductive structures corresponding to the first valve ports is installed on the valve core, and the set of conductive structures further includes a plurality of conductive structures installed along the circumferential direction. When the valve core is rotated to different rotational positions, different first valve ports form different conductive states. Only one valve core is required.

[0086] The first multiway valve (31) may be a 9-way solenoid valve, and the 9-way solenoid valve is for controlling the blocking or communication of each pipeline (130) connected thereto, and nine first valve ports are installed on the 9-way solenoid valve, each being a first valve port a (311), a first valve port b (312), a first valve port c (313), a first valve port e (314), a first valve port f (315), a first valve port h (316), a first valve port k (317), a first valve port m (318), and a first valve port n (319).

[0087] The second multiway valve (32) includes a valve seat, a first valve core (not shown in the drawing), a second valve core (not shown in the drawing), and a driving device (not shown in the drawing). The driving device and the first valve core are connected to transmit power; a first matching structure is installed on the first valve core, and a second matching structure that is coupled with the first matching structure is installed on the second valve core, and the first matching structure and the second matching structure have a first matching state and a second matching state, and in the first matching state, the first valve core rotates independently and the second valve core does not move, and in the second matching state, the second valve core rotates synchronously in conjunction with the first valve core.

[0088] A plurality of second valve ports corresponding to a first valve core are installed on the valve seat, and a first conductive structure is installed on the first valve core, and the first conductive structure is for communicating at least two second valve ports when the first valve core is rotated to a first predetermined position; a plurality of second valve ports corresponding to a second valve core are installed on the valve seat, and a second conductive structure is installed on the second valve core, and the second conductive structure is for communicating at least two second valve ports when the second valve core is rotated to a second predetermined position.

[0089] The driving device and the first valve core are connected to transmit power, and when the first valve core rotates, the first matching structure on the first valve core is linked to the second matching structure to rotate the second valve core. At this time, the first valve core can rotate independently, and the flow rate of the first valve core is controlled by changing the corresponding angle between the first valve port and the first conductive structure. When the first valve core rotates, the second valve core rotates in conjunction with it, and the flow rate of the second valve core is controlled by changing the corresponding angle between the second valve port and the second conductive structure, and the first valve core is rotated back to its original position without changing the flow rate of the first valve core. The first valve core and the second valve core can be driven and controlled using only a single driving device.

[0090] The drive unit includes a motor (not shown in the drawing) and a gear set (not shown in the drawing) connected to the motor for power transmission, and the gear set is connected to a first valve core for power transmission. A worm (not shown in the drawing) is installed on the motor shaft, and the gear set includes a first turbine that engages with the worm, a second turbine that meshes with the first turbine, a third turbine that meshes with the second turbine, a first gear connected to the bottom of the third turbine, and a second gear that meshes with the first gear. Among the gear set, the center axes of the first turbine, the second turbine, the third turbine, the first gear, and the second gear are all oriented in a vertical direction parallel to each other, and the center axis of the first worm and the center axis of the first turbine are perpendicular to each other. The worm rotates on the motor shaft, and the first valve core is rotated through the power transmission of the gear set, thereby ensuring the stability of power transmission.

[0091] The type of motor is not limited, and to ensure simplicity and precision of control, the motor is preferably a stepper motor or a servo motor.

[0092] The second multiway valve (32) is a five-way solenoid valve, and the five-way solenoid valve is intended to control the opening size of each pipeline (130) connected thereto to control the flow rate of the coolant flowing through the pipeline (130). Five second valve ports are installed on the five-way solenoid valve, each being second valve port a (321), second valve port b (322), second valve port c (323), second valve port e (324), and second valve port f (325).

[0093] Referring further to FIGS. 1 and FIGS. 3, the first multiway valve (31) is connected within the first installation area (111), and the first valve port and the first port are connected in a one-to-one correspondence, and the second multiway valve (32) is connected within the second installation area (112), and the second valve port and the second port are connected in a one-to-one correspondence. After installing the first multiway valve (31) inside the first installation area (111) on the first surface (113) of the housing (11), each first valve port and each first port are in a one-to-one correspondence and communicate with each other, wherein the first valve port a (311) and the first port a (1111) are in a corresponding correspondence, the first valve port b (312) and the first port b (1112) are in a corresponding correspondence, the first valve port c (313) and the first port c (1113) are in a corresponding correspondence, the first valve port e (314) and the first port e (1114) are in a corresponding correspondence, the first valve port f (315) and the first port f (1115) are in a corresponding correspondence, the first valve port h (316) and the first port h (1116) are in a corresponding correspondence, and the first valve port k (317) and the first Port k (1117) is connected to the corresponding port, the first valve port m (318) and the first port m (1118) are connected to the corresponding port, and the first valve port n (319) and the first port h (1119) are connected to the corresponding port. After installing the second multiway valve (32) in the second installation area (112) on the first surface (113) of the housing (11), each second valve port and each second port are in a one-to-one correspondence and are in communication with each other, wherein the second valve port a (321) and the second port a (1121) are in a corresponding communication, the second valve port b (322) and the second port b (1122) are in a corresponding communication, the second valve port c (323) and the second port c (1123) are in a corresponding communication, the second valve port e (324) and the second port e (1124) are in a corresponding communication, and the second valve port f (325) and the second port f (1125) are in a corresponding communication.

[0094] FIG. 10 is a flowchart of a thermal management system according to the present application.

[0095] As illustrated in FIGS. 2, 4 and 10, a plurality of pipelines (130) include a plurality of first pipelines (not shown in the drawings), each first pipeline includes two first sub-pipes (not shown in the drawings), the first end of one first sub-pipeline among each first pipeline corresponds to a first installation area (111), the second end of one first sub-pipeline among each first pipeline is intended to communicate with an outlet pipe of the same component in the vehicle, the first end of another first sub-pipeline among each first pipeline corresponds to a first installation area (111), and the second end of another first sub-pipeline among each first pipeline is intended to communicate with an inlet pipe of the same component in the vehicle; The component includes at least one of a radiator (82), a battery cooling mechanism (referring to a battery pack heat dissipation device, abbreviated as battery cooling mechanism below) (83), or a motor cooling mechanism (referring to a motor heat dissipation device, abbreviated as motor cooling mechanism below) (80).

[0096] In a possible implementation, to ensure that the coolant circuits of each component on the vehicle are independent of each other and to prevent interference, the pipeline (130) installed in the receiving chamber includes a plurality of first pipelines, each first pipeline includes two first sub-pipes, and the two first sub-pipes are connected through a first multiway valve (31) to form a first pipeline through which the coolant flows.

[0097] Specifically, the first end of one of the first sub-pipes among each first pipeline and the first port within the first installation area (111) are corresponding and connected, and the second end thereof is connected to the outlet pipe of the same component in the vehicle, and the coolant flowing out from the corresponding component flows into the first multiway valve (31) after passing through the first sub-pipe. The first end of another of the first sub-pipes among each first pipeline and the first port within the first installation area (111) are corresponding and connected, and the second end thereof is connected to the inlet pipe of the same component in the vehicle, and the coolant flowing out from the first multiway valve (31) flows into the corresponding component through the corresponding first sub-pipe. The first stage of the two first sub-pipes is connected through the first multiway valve (31) to form the first pipeline, and then the first pipeline and the inlet and outlet pipes of the same component in the vehicle are connected to form a closed cooling circuit, and the opening and closing state of the cooling circuit is controlled through the first multiway valve (31) to provide cooling liquid to the component in the vehicle.

[0098] Generally, the components through which the coolant circulates in a vehicle mainly include components such as a radiator (82), a battery cooling mechanism (83), and a motor cooling mechanism (80). Here, the battery condensing mechanism (83) is a condensing mechanism installed on the vehicle battery pack, and the cooling mechanism is mainly attached to the battery pack to perform heat exchange with the battery pack. After the coolant passes through the battery cooling mechanism, it absorbs and takes away the heat generated on the battery pack, thereby ensuring that the battery pack is in an optimal temperature range during operation.

[0099] The motor cooling mechanism (80) is a cooling mechanism installed on the vehicle motor, and the motor cooling mechanism is attached to the outer housing of the motor to perform heat exchange. Since a large amount of heat is generated when the vehicle motor is operated, if the heat is not released in a timely manner, it will affect the operational performance of the vehicle motor. Therefore, after the coolant passes through the cooling device on the vehicle motor, it absorbs and takes away the heat generated on the motor, so that the vehicle motor is kept within an optimal temperature range when operating.

[0100] The radiator (82) is a device for heat exchange with air installed in the vehicle, and after the amount of heat absorbed by the coolant is brought to the radiator (82), the amount of heat can be transferred to the air after heat exchange between the radiator (82) and the air, thereby ensuring normal operation of the vehicle.

[0101] As illustrated in FIGS. 3, 4 and 9, the second stage of a plurality of first sub-pipes forms a plurality of ports that communicate with a relevant member in the vehicle after the housing (11) is withdrawn from the receiving chamber. Specifically, on the first surface (113) of the housing (11), a radiator inlet pipe (131), a radiator outlet pipe (132), a motor cooling mechanism inlet pipe (133), and a battery cooling mechanism inlet pipe (135) are provided; and on the first side (114) of the housing (11), a motor cooling mechanism outlet pipe (134) and a battery cooling mechanism outlet pipe (136) are provided.

[0102] The liquid inlet and liquid outlet of the radiator (82) on the vehicle are respectively connected to the radiator inlet pipe (131) and the radiator outlet pipe (132), the liquid inlet and liquid outlet of the battery cooling mechanism (83) are respectively connected to the battery cooling mechanism inlet pipe (135) and the battery cooling mechanism outlet pipe (136), and the liquid inlet and liquid outlet of the motor cooling mechanism (80) are respectively connected to the motor cooling mechanism inlet pipe (133) and the motor cooling mechanism outlet pipe (134).

[0103] Referring further to FIG. 10, in some embodiments, a plurality of pipelines (130) include a second pipeline (not shown in the drawing) and a third pipeline (not shown in the drawing), the first end of the second pipeline corresponds to the first installation area (111), and the first end of the third pipeline corresponds to the second installation area (112); the second pipeline includes two second sub-pipes (not shown in the drawing), one of the second sub-pipes is connected to the outlet pipe of the hot air core (85) in the vehicle, and the other of the second sub-pipes is connected to the inlet pipe of the heater (84) in the vehicle.

[0104] The third pipeline includes two third sub-pipes (not shown in the drawing), one of the third sub-pipes is to be connected to the outlet pipe of the heater (84), and the other of the third sub-pipes is connected to the inlet pipe of the hot air core (85).

[0105] Specifically, the second pipeline includes two second sub-pipes, and the first end of one second sub-pipeline and the first installation area (111) of the second pipeline are installed in correspondence, and the second end of one second sub-pipeline of the second pipeline is intended to communicate with the outlet pipe of the hot air core (85) in the vehicle. The first end of the other second sub-pipeline and the first installation area (111) of the second pipeline are installed in correspondence, and the second end of the other second sub-pipeline of the second pipeline is intended to communicate with the inlet pipe of the heater (84) in the vehicle.

[0106] The third pipeline includes two third sub-pipes, and the first end and the second installation area (112) of one of the third sub-pipes are installed in correspondence, and the second end of one of the third sub-pipes is intended to be in communication with the outlet pipe of the heater (84). The first end and the second installation area (112) of the other third sub-pipe are installed in correspondence, and the second end of the other third sub-pipe is intended to be in communication with the inlet pipe of the hot air core (85).

[0107] Both the heater (84) and the hot air core (85) are installed on the vehicle body to provide hot air to the cockpit, and the cockpit is a space installed on the vehicle body where the vehicle driver and passengers are seated. The heater (84) and the hot air core (85) are connected in series, and the coolant flows sequentially through the heater (84) and the hot air core (85) after being discharged from the receiving chamber. When the vehicle is driven in an environment with a lower temperature, the heater (84) is operated to heat the coolant flowing through the heater (84) and raise the temperature. Subsequently, the coolant that has absorbed heat passes through the pipeline (130) and flows into the hot air core (85), and the hot air core (85) transfers heat into the cockpit in a heat exchange manner, thereby raising the temperature inside the cockpit. To explain, in order to improve the heat exchange efficiency between the hot air core (85) and the air, a fan (not shown in the drawing) is installed at the location where the hot air core (85) is placed, and the heat exchange efficiency of the hot air core (85) can be improved by using the fan to blu the hot air core (85).

[0108] Referring further to FIGS. 4, 9, and 10, the second stage of a plurality of second sub-pipes and a third sub-pipeline forms a plurality of ports that communicate with a relevant member in the vehicle after the housing (11) is withdrawn from the receiving chamber. Specifically, on the first side (114) of the housing (11), a heater inlet pipe (137), a heater outlet pipe (138), a hot air core inlet pipe (139), and a hot air core inlet pipe (139) are further provided. Here, the liquid inlet and liquid outlet of the heater (84) are respectively communicated with the heater inlet pipe (137) and the heater outlet pipe (138), and the liquid inlet and liquid outlet of the hot air core (85) are respectively communicated with the hot air core inlet pipe (139) and the hot air core outlet pipe (140).

[0109] Referring further to FIGS. 3 and FIGS. 4, a water storage area (150) is provided inside the receiving chamber, and the water storage area (150) is located above the pipeline (130); the water storage area (150) is provided with a liquid replenishment port (not shown in the drawings), and the liquid replenishment port and the pipeline (130) are connected to replenish water to the pipeline (130).

[0110] In this embodiment, in order to inject cooling liquid into the thermal management system and input the cooling liquid into each component, a water storage area (150) is further installed within the receiving chamber, the water storage area (150) is installed above the pipeline (130), and a liquid injection port (151) is further installed on the housing (11), the liquid injection port (151) is located above the water storage area (150), the liquid injection port (151) and the water storage area (150) are connected, and cooling liquid is added from the liquid injection port (151) into the water storage area (150). A liquid replenishment port is installed below the water storage area (150), the liquid replenishment port and the pipeline (130) are connected, and the cooling liquid within the water storage area (150) is input into each pipeline (130) through the liquid replenishment port so that each component can use it. As to be explained, the opening and closing state of the liquid injection port (151) and the liquid replenishment port can be controlled by the thermal management system according to the amount of coolant consumed.

[0111] Referring further to FIGS. 1 and FIGS. 2, the device further includes a water-cooled condenser (40) and a heat exchanger (50). The water-cooled condenser (40) is installed on one side of the housing (11) facing the cover plate (12), and the water-cooled condenser (40) has a first inlet (not shown in the drawing) and a first outlet (not shown in the drawing). The heat exchanger (50) is installed on one side of the cover plate (12) facing the housing (11), and the heat exchanger (50) has a second inlet (not shown in the drawing) and a second outlet (not shown in the drawing).

[0112] A plurality of pipelines (130) include two fourth pipelines (not shown in the drawing), the first end of one fourth pipeline corresponds to the second installation area (112), the first fourth pipeline and the first inlet are connected, the first end of another fourth pipeline and the first installation area (111) correspond, and the other fourth pipeline and the first outlet are connected.

[0113] A plurality of pipelines (130) include two fifth pipelines (not shown in the drawing), and the first stage of each fifth pipeline is equivalent to the first installation area (111), and one fifth pipeline is connected to the second outlet, and the other fifth pipeline is connected to the second inlet.

[0114] In this embodiment, to facilitate heat dissipation for the air conditioning system in a vehicle of the thermal management system, the thermal management system further includes a water-cooled condenser (40), and the water-cooled condenser (40) is installed on the first surface (113) of the housing (11). The water-cooled condenser (40) is a device that performs heat exchange between the refrigerant in the air conditioning system and the cooling liquid in the thermal management system. When the cooling liquid and the refrigerant are simultaneously introduced into the water-cooled condenser (40), the refrigerant can transfer the amount of heat in the air conditioning system to the water-cooled condenser (40), and subsequently, the heat amount of the corresponding portion is absorbed by the cooling liquid and transferred to the thermal management system, thereby rapidly lowering the temperature of the refrigerant and achieving the purpose of lowering the temperature of the air conditioning system. Accordingly, on the water-cooled condenser (40), a refrigerant inlet (not shown in the drawing) and a refrigerant outlet (not shown in the drawing) through which the refrigerant flows, and a first inlet (not shown in the drawing) and a first outlet (not shown in the drawing) through which the cooling liquid flows are installed. The refrigerant inlet and refrigerant outlet of the water-cooled condenser (40) are each connected to a pipeline in the air conditioning system.

[0115] In order to improve the cooling effect of the thermal management system, the thermal management system further includes a heat exchanger (50), and the heat exchanger (50) is installed on one side of a cover plate (12) facing the housing (11). The heat exchanger (50) is a device that exchanges heat between the refrigerant in the air conditioning system and the cooling liquid in the thermal management system. When the cooling liquid and the refrigerant flow into the heat exchanger (50) simultaneously, the cooling liquid transfers the amount of heat in the thermal management system to the heat exchanger (50), and then the amount of heat in the corresponding part is absorbed by the refrigerant and transferred to the air conditioning system, thereby rapidly lowering the temperature of the cooling liquid and achieving the purpose of lowering the temperature of the thermal management system. Accordingly, on the heat exchanger (50), a refrigerant inlet (not shown in the drawing) and a refrigerant outlet (not shown in the drawing) through which the refrigerant flows, and a second inlet (not shown in the drawing) and a second outlet (not shown in the drawing) through which the cooling liquid flows are installed. The refrigerant inlet and refrigerant outlet of the heat exchanger (50) are each connected to a pipeline in the air conditioning system.

[0116] In order to communicate the first inlet and first outlet of the water-cooled condenser (40) with the thermal management system, a plurality of pipelines (130) in the receiving chamber include two fourth pipelines (not shown in the drawing), wherein the first end of one fourth pipeline corresponds to the second installation area (112) and communicates with the second port f (1125) in the second installation area (112), and the other end corresponds to and communicates with the first inlet of the water-cooled condenser (40). The first stage of the other fourth pipeline corresponds to the first installation area (111) and is connected to the first port m (1118) within the first installation area (111), and the cooling liquid flows out from the second port f (1125) and flows through the fourth pipeline to the first inlet of the water-cooled condenser, and then flows out from the first outlet of the water-cooled condenser (40) and flows through the fourth pipeline to the first port m (1118), thereby forming the cooling circuit of the water-cooled condenser (40).

[0117] In order to communicate the second inlet and second outlet of the heat exchanger (50) with the heat management system, the plurality of pipelines (130) in the receiving chamber further include two fifth pipelines (not shown in the drawing), wherein the first end of one fifth pipeline corresponds to the first installation area (111) and communicates with the first port h (1116) within the first installation area (111), and the second end corresponds to and communicates with the second inlet of the heat exchanger (50). The first end of the other fifth pipeline corresponds to the first installation area (111) and communicates with the first port b (1112) within the first installation area (111), and the second end corresponds to and communicates with the second outlet of the heat exchanger (50). The cooling liquid flows out from the first port h (1116) and flows into the second inlet of the heat exchanger (50) via the fifth pipeline, and flows out from the first outlet of the heat exchanger (50) and flows into the first port b (1112) via the fifth pipeline, thereby forming a cooling circuit of the heat exchanger (50).

[0118] Referring further to FIGS. 1, FIGS. 3, FIGS. 4 and FIGS. 10, the gas-liquid separator (60) is further included, and an installation part (120) is provided on the cover plate (12), the installation part (120) is located outside the receiving chamber, the gas-liquid separator (60) is installed on one side of the installation part (120) facing the housing (11), and the gas-liquid separator (60) and the water-cooled condenser (40) are adjacent to each other; the refrigerant inlet of the gas-liquid separator (60) and the refrigerant outlet of the heat exchanger (50) are in communication, and the gas-liquid separator (60) is also intended to be in communication with the outlet of the evaporator of the air conditioner body of the vehicle.

[0119] In this embodiment, to separate the refrigerant in a gaseous state and the refrigerant in a liquid state, the thermal management system further includes a gas-liquid separator (60), and the gas-liquid separator (60) is installed on a cover plate (12). An installation part (120) is installed on the cover plate (12), and the installation part (120) is located outside the receiving chamber. The gas-liquid separator (60) is installed on one side of the installation part (120) facing the first surface (113) of the housing (11), and the gas-liquid separator (60) and the water-cooled condenser (40) are installed adjacent to each other. A refrigerant inlet and a refrigerant outlet are installed on the gas-liquid separator (60), and the refrigerant inlet of the gas-liquid separator (60) is connected to the refrigerant outlet of the heat exchanger (50) and the refrigerant outlet of the air conditioner main body evaporator (90), respectively; and the refrigerant outlet of the gas-liquid separator (60) is connected to the refrigerant outlet of the compressor (91). The refrigerant output from the heat exchanger (50) and the air conditioner main body evaporator (90) is input into the gas-liquid separator (60) to perform gas-liquid separation, and the refrigerant in a gaseous state is input from the gas-liquid separator (60) into the compressor (91) for circulation.

[0120] Referring further to FIGS. 2 and FIGS. 10, the air conditioning integrated valve (70) is further included, the air conditioning integrated valve (70) is installed on one side of the mounting portion (120) facing away from the housing (11), the air conditioning integrated valve (70) and the heat exchanger (50) are adjacent to each other, and the air conditioning integrated valve (70) is in communication with 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 in communication with the air conditioning integrated valve (70) through a coaxial pipe (93); the refrigerant outlet of the gas-liquid separator (60) is in communication with the intake port of the vehicle's compressor (91) through the coaxial pipe (93); the coaxial pipe (93) is also intended to be in communication with the outlet of the vehicle's air conditioning main body cooler (92); The air conditioner integrated valve (70) is for communicating with the inlet of the air conditioner main body cooler (92), and the air conditioner integrated valve (70) is also for connecting to the exhaust port of the compressor (91).

[0121] In a possible embodiment, to control the flow of refrigerant inside the air conditioning system of a vehicle, the thermal management system further includes an air conditioning integrated valve (70), the air conditioning integrated valve (70) is installed on one side of an installation part (120) facing away from the housing (11), and the air conditioning integrated valve (70) and the heat exchanger (50) are installed adjacent to each other. Two opening / closing valves and two expansion valves are installed spaced apart on the air conditioning integrated valve (70), and are respectively a first opening / closing valve (71), a second opening / closing valve (72), a first expansion valve (73), and a second expansion valve (74).

[0122] The first shut-off valve (71) and the second shut-off valve (72) are installed in parallel, and their inlets are all connected to the exhaust port of the compressor (91) through a pipeline. The outlet of the first shut-off valve (71) is connected to the refrigerant inlet of the air conditioner main body condenser (92) through a pipeline, and the outlet of the second shut-off valve (72) is connected to the refrigerant inlet of the water-cooled condenser (40) through a pipeline. As to be explained, when the vehicle is in operation, only one of the two shut-off valves can be selected and opened, and both shut-off valves cannot be opened simultaneously. That is, when the first shut-off valve (71) is opened and the second shut-off valve (72) is closed, the refrigerant output from the exhaust port of the compressor (91) passes through the first shut-off valve (71) and is then input into the air conditioner main body cooler (92); conversely, when the refrigerant passes through the second shut-off valve (72), it is input into the water-cooled condenser (40).

[0123] The first expansion valve (73) and the second expansion valve (74) are installed in parallel, and their inlets are all connected to the coaxial tube (93) through a pipeline, and the outlet of the first expansion valve (73) is connected to the refrigerant inlet of the heat exchanger (50) through a pipeline. The outlet of the second expansion valve (74) is connected to the air conditioner main body evaporator (90) through a pipeline. As to be explained, when the vehicle is in operation, the two expansion valves can be opened and operated simultaneously, that is, the refrigerant output from the coaxial tube (93) can enter the two expansion valves simultaneously and be input to different components.

[0124] However, the refrigerant outlet of the water-cooled condenser (40) is connected to the expansion valve through the coaxial tube (93), the refrigerant outlet of the gas-liquid separator (60) is connected to the intake port of the compressor (91) through the coaxial tube (93), and the refrigerant outlet of the air conditioner main body condenser (92) is connected to the expansion valve through the coaxial tube (93).

[0125] Specifically, the refrigerant distribution path in the vehicle air conditioning system has two selectable paths after the refrigerant is input from the exhaust port of the compressor (91) to the air conditioning integrated valve (70). The first path is input to the air conditioning main body cooler (92) after passing through the first shut-off valve (71), then input into the coaxial tube (93), then input into the expansion valve from the coaxial tube (93); the second path is input to the water-cooled condenser (40) after passing through the second shut-off valve (72), then input into the coaxial tube (93), then input into the expansion valve from the coaxial tube (93). The refrigerant output from the expansion valve is divided into two paths. The first path is output from the first expansion valve (73) to the heat exchanger (50), then input into the gas-liquid separator (60), then input into the compressor (91) through the coaxial tube (93), thereby forming a complete refrigerant distribution circuit. The second path is output from the second expansion valve (74) to the air conditioner main body evaporator (90), then input again to the gas-liquid separator (60), and then input to the compressor (91) through the coaxial tube (93), forming a complete refrigerant circulation circuit.

[0126] Referring further to FIGS. 1 and FIGS. 10, the pump assembly (20) includes a heating pump (21), a battery pump (22), and a motor pump (23), and the heating pump (21), the battery pump (22), and the motor pump (23) are each installed on one side of the housing (11) facing the cover plate (12), and the heating pump (21), the battery pump (22), and the motor pump (23) are each connected to different pipelines located outside the receiving chamber.

[0127] In this embodiment, to accelerate the flow rate of the coolant inside the pipeline, the pump assembly (20) installed on the first surface (113) of the housing (11) includes a heating pump (21), a battery pump (22), and a motor pump (23). The heating pump (21) and the heater (84) are connected in series, and the outlet of the heating pump (21) is connected to the inlet of the heater (84) through the pipeline (130), and the heating pump (21) can accelerate the speed at which the coolant flows into the heater (84). After the battery pump (22) and the battery cooling mechanism (83) are connected in series, the outlet of the battery pump (22) is connected to the inlet of the battery cooling mechanism (83) through the pipeline (130), and the battery pump (22) can accelerate the speed at which the coolant is input into the battery cooling mechanism (83). After the motor pump (23) and the motor cooling mechanism (80) are connected in series, the outlet of the motor pump (23) is connected to the inlet of the motor cooling mechanism (80), and the motor pump (23) can accelerate the speed at which the cooling liquid is input into the motor cooling mechanism (80).

[0128] The present application further provides a vehicle, said vehicle comprising a vehicle body, a thermal management system and an air conditioning system installed on the vehicle body. The thermal management system and the air conditioning system have already been described in detail in the foregoing and are not described redundantly here.

[0129] FIG. 11 is an enlarged view of section D of FIG. 10, and FIG. 12 is an enlarged view of section E of FIG. 10. In each flow diagram, a combination of a solid line and an arrow indicates the flow direction of the coolant, a combination of a dotted line and an arrow indicates the flow direction of the refrigerant, and a combination of a two-dot dashed line and an arrow indicates the flow direction when the coolant is refilled.

[0130] As illustrated in FIGS. 1, FIGS. 3 and FIGS. 10 to 12, the heat conduction path of the thermal management system according to the present application includes a coolant circuit connected by a solid line in the drawings and a refrigerant circuit connected by a dotted line. In short, heat is mainly transferred to the coolant in the coolant circuit, and heat is mainly transferred to the refrigerant in the refrigerant circuit. As to be explained, each component is connected to the coolant circuit using a pipeline (130), and each component is connected to the refrigerant circuit using an air conditioner pipeline (not shown in the drawings).

[0131] The coolant circuit mainly includes a motor cooling device circuit, a battery cooling device circuit, and a hot air circuit. Here, the liquid outlet of the motor cooling device (referring to a motor heat dissipation device, abbreviated as motor cooling device below) (80) is connected to the first valve port m (318), the liquid inlet of the motor pump (23) is connected to the first valve port c (313), and the liquid outlet of the motor pump (23) is connected to the second valve port e (324) and the liquid inlet of the motor cooling device (80), respectively.

[0132] The liquid outlet of the battery cooling mechanism (referring to the battery pack heat dissipation device, abbreviated as battery cooling mechanism below) (83) is respectively connected to the liquid inlet of the controller (81) and the first valve port f (315), the liquid inlet of the battery pump (22) is connected to the first valve port a (311), the liquid outlet of the battery pump (22) is connected to the liquid inlet of the battery cooling mechanism (83), the liquid outlet of the controller (81) and the first valve port h (316) are both connected to the liquid inlet of the heating pump (21) and the liquid inlet of the heat exchanger (50), the liquid outlet of the heat exchanger (50) is connected to the first valve port b (312), the liquid outlet of the heating pump (21) is connected to the liquid inlet of the heater (84), the liquid outlet of the heater (84) is connected to the second valve port a (321), and the liquid inlet of the hot air core (85) is the second valve Port c (323) is in communication with the liquid outlet of the hot air core (85), and the liquid inlet of the heating pump (21) is in communication with the second valve port b (322), and the second valve port f (325) is in communication with the liquid inlet of the water-cooled condenser (40), and the liquid outlet of the water-cooled condenser (40) is in communication with the first valve port m (318), and the liquid inlet of the radiator (82) is in communication with the first valve port k (317), and the liquid outlet of the radiator (82) is in communication with the first valve port e (314), and the first valve port n (319) is in communication with the first valve port e (314).

[0133] In the refrigerant circuit, the refrigerant inlet of the air conditioner main body cooler (92) is connected to the first shut-off valve (71), and the refrigerant outlet of the air conditioner main body cooler (92) is connected to the first expansion valve (73) and the second expansion valve (74) through the coaxial pipe (93). The first expansion valve (73) is connected to the refrigerant inlet of the heat exchanger (50), and the refrigerant outlet of the heat exchanger (50) is connected to the refrigerant inlet of the gas-liquid separator (60). The refrigerant outlet of the gas-liquid separator (60) is connected to the refrigerant inlet of the compressor (91) through the coaxial pipe (93). The second expansion valve (74) is connected to the refrigerant inlet of the air conditioner main body evaporator (90), and the refrigerant outlet of the air conditioner 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 shut-off valve (71) and the second shut-off valve, respectively. The second opening / closing valve (72) is in communication with the valve (72), and the second opening / closing valve (72) is in communication with the refrigerant inlet of the water-cooled condenser (40), and the refrigerant outlet of the water-cooled condenser (40) is in communication with the first expansion valve (73) and the second expansion valve (74) through the coaxial pipe (93).

[0134] The reservoir area (150) is for storing the coolant, and the coolant in the reservoir area (150) is input into each pipeline (130) through the liquid replenishment port and replenishes the coolant in real time, thereby preventing the heat conduction efficiency of the system from decreasing due to the rapid consumption of the coolant.

[0135] FIG. 13 is a drawing showing the flow of the first work condition of the thermal management system according to the present application.

[0136] As illustrated in FIG. 13, the first work condition according to the present application is a cooling mode, and this work condition is such that the vehicle's motor and battery must be cooled to lower the temperature when the vehicle is driving. A specific control method for the thermal management system is,

[0137] The first first valve port m (318) and the second first valve port k (317) of the first multiway valve (31) are controlled to be in communication, wherein the first first valve port m (318) is in communication with the liquid outlet of the motor cooling mechanism (80) and the second first valve port k (317) is in communication with the liquid inlet of the radiator (82), and the coolant in the motor cooling mechanism (80) flows into the radiator (82) sequentially through the first first valve port m (318) and the second first valve port k (317);

[0138] The third first valve port e (314) and the fourth first valve port c (313) of the first multiway valve (31) are controlled to be in communication, wherein the liquid outlet of the radiator (82) is in communication with the third first valve port e (314) and the fourth first valve port c (313) is in communication with the liquid inlet of the motor cooling mechanism (80), and the coolant flowing into the radiator (82) is cooled in the radiator (82) and then sequentially flows into the motor cooling mechanism (80) through the third first valve port e (314) and the fourth first valve port c (313).

[0139] The first multiway valve (31) is controlled so that the flow direction of the coolant in the motor cooling mechanism circuit is as follows: the coolant flows out from the motor cooling mechanism (80) and then flows into the first valve port m (318), then flows into the first valve port k (317), flows from the first valve port k (317) to the liquid inlet of the radiator (82), passes through the radiator (82) for heat exchange and then flows from the liquid outlet of the radiator (82) to the first valve port e (314), then flows from the first valve port e (314) to the first valve port c (313), then flows out from the first valve port c (313) and flows into the motor pump (23), and after undergoing circulating pressure increase in the motor pump (23), flows into the motor cooling mechanism (80), thereby forming a closed circuit. The coolant absorbs the heat generated in the motor cooling mechanism (80) and transfers it to the radiator (82), and after performing heat exchange with air through the radiator (82), transfers the heat absorbed by the coolant to the air to achieve a cooling of the motor cooling mechanism (80).

[0140] The fifth first valve port f (315) and the sixth first valve port h (316) of the first multiway valve (31) are controlled to be in communication, wherein the fifth first valve port f (315) is in communication with the liquid outlet of the battery cooling mechanism (83) and the sixth first valve port h (316) is in communication with the liquid inlet of the heat exchanger (50), and the cooling liquid in the battery cooling mechanism (83) flows into the heat exchanger (50) sequentially through the fifth first valve port f (315) and the sixth first valve port h (316);

[0141] The seventh first valve port b (312) and the eighth first valve port a (311) of the first multiway valve (31) are controlled to be connected, wherein the liquid outlet of the heat exchanger (50) is connected to the seventh first valve port b (312) and the liquid inlet of the battery cooling mechanism (83) is connected to the eighth first valve port a (311), and the cooling liquid flowing into the heat exchanger (50) is cooled in the heat exchanger (50) and then sequentially flows into the battery cooling mechanism (83) through the seventh first valve port b (312) and the eighth first valve port a (311).

[0142] The first multiway valve (31) is controlled so that the flow direction of the coolant in the battery cooling mechanism circuit is as follows: the coolant is divided into two paths after flowing out from the battery cooling mechanism (83). One path flows into the first valve port f (315), then flows into the first valve port h (316), and then flows out from the first valve port h (316). The other path passes through the controller (81), then joins with the coolant flowing out from the first valve port h (316), and flows together into the heat exchanger (50). From the heat exchanger (50), it flows into the first valve port b (312), then flows into the first valve port a (311), and from the first valve port a (311), it flows into the battery pump (22). After undergoing the circulating pressure increase of the battery pump (22), it flows into the battery cooling mechanism (83), forming a closed circuit. The coolant absorbs the amount of heat generated in the battery cooling mechanism (83) and the controller (81) and transfers it to the heat exchanger (50), performs heat exchange with the refrigerant in the heat exchanger (50) to transfer the absorbed amount of heat to the refrigerant, thereby realizing a cooling of the battery cooling mechanism (83) and the controller (81).

[0143] The first second valve port a (321) and the second second valve port c (323) of the second multiway valve (32) are controlled to be in communication, wherein the first second valve port a (321) is in communication with the liquid outlet of the heater (84), the second second valve port c (323) is in communication with the liquid inlet of the hot air core (85), and the liquid outlet of the hot air core (85) is in communication with the liquid inlet of the heater (84);

[0144] The coolant discharged from the heater (84) flows sequentially into the heater (84) through the first second valve port a (321), the second second valve port c (323), and the hot air core (85).

[0145] The hot air circuit is used to heat the vehicle cockpit. After the coolant is heated by the heater (84), it flows from the liquid outlet of the heater (84) into the second valve port a (321), then flows from the second valve port a (321) into the second valve port c (323), and then flows into the hot air core (85). After the coolant flows out from the hot air core (85), it flows back into the heating pump (21), and after undergoing the circulation pressure increase of the heating pump (21), it flows into the liquid inlet of the heater (84), forming a closed circuit. The heater (84) is primarily intended to heat the coolant, and the hot air core (85) is installed inside the cockpit for heat exchange. After the coolant is heated, it passes through the hot air core (85), and the amount of heat absorbed by the coolant by the hot air core (85) is transferred into the cockpit, thereby realizing heating of the cockpit. To clarify, the circuit applies only when the operator is preheating the cockpit in a low-temperature environment. When the ambient temperature is higher, the circuit remains off.

[0146] FIG. 14 is a drawing showing the flow of the second work condition of the thermal management system according to the present application.

[0147] As illustrated in FIG. 14, the second work condition according to the present application is a radiator shared heat dissipation mode, and in this work condition, the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to perform heat dissipation by sharing the same radiator. A specific control method for the thermal management system is,

[0148] A step in which the third first valve port e (314) and the eighth first valve port a (311) of the first multiway valve (31) are controlled to be connected, and the coolant flowing into the radiator (82) is cooled in the radiator (82) and then sequentially flows through the third first valve port e (314) and the eighth first valve port a (311) to the battery cooling mechanism (83);

[0149] The method includes controlling the seventh first valve port b (312) and the fourth first valve port c (313) of the first multiway valve (31) to be connected, and the method includes a step in which the cooling liquid introduced into the heat exchanger (50) is cooled in the heat exchanger (50) and then sequentially flows through the seventh first valve port b (312) and the fourth first valve port c (313) to the motor cooling mechanism (80).

[0150] The first multiway valve (31) is controlled so that the flow direction of the series circuit formed by the motor cooling mechanism (80) and the battery cooling mechanism (83) is as follows: after the coolant flows out from the liquid outlet of the motor cooling mechanism (80), it flows into the first valve port m (318), then flows into the first valve port k (317), then flows from the first valve port k (317) to the liquid inlet of the radiator (82), and after passing through the heat exchange of the radiator (82), flows again from the liquid outlet of the radiator (82) to the first valve port e (314), then flows again to the first valve port a (311), then flows from the first valve port a (311) to the battery pump (22), and after the pressure of the battery pump (22), flows into the battery cooling mechanism (83). After being discharged from the battery cooling mechanism (83), it is divided into two paths, where one path flows into the first valve port f (315), then flows into the first valve port h (316), and then flows out from the first valve port h (316). The other path passes through the controller (81), then joins with the coolant discharged from the first valve port h (316), and then flows together into the heat exchanger (50), then flows from the heat exchanger (50) into the first valve port b (312), then flows into the first valve port c (313), then flows from the first valve port c (313) into the motor pump (23), and after the circulation pressure increase of the motor pump (23), flows into the liquid inlet of the motor cooling mechanism (80), forming a closed circuit. At this time, the motor cooling mechanism (80), the battery cooling mechanism (83), and the controller (81) are connected in series in the same circuit, and the heat generated by the three is absorbed by the cooling liquid and transferred to the radiator (82), and the heat is uniformly dissipated by the radiator (82) to lower the temperature.

[0151] FIG. 15 is a diagram showing the flow of the third work condition of the thermal management system according to the present application.

[0152] As illustrated in FIG. 15, the third work condition according to the present application is a rapid heating mode for the motor cooling mechanism, and this work condition rapidly preheats the motor cooling mechanism (80) when the vehicle is operated, so that the temperature of the motor cooling mechanism (80) rises as quickly as possible to the optimal operating temperature range. Correspondingly, preheating treatment is also performed on the battery cooling mechanism (83) and the controller (81) so that the temperatures of both rise as quickly as possible to the optimal operating temperature range. A specific control method for the thermal management system is

[0153] A step in which the first first valve port m (318) and the ninth first valve port n (319) of the first multiway valve (31) are controlled to be connected, wherein the ninth first valve port n (319) and the third first valve port e (314) are connected, and the third first valve port e (314) and the fourth first valve port c (313) are connected, and the cooling liquid in the motor cooling mechanism (80) flows into the motor cooling mechanism (80) sequentially through the first first valve port m (318), the ninth first valve port n (319), the third first valve port e (314), and the fourth first valve port c (313);

[0154] The method includes controlling the seventh first valve port b (312) and the eighth first valve port a (311) of the first multiway valve (31) to be connected, and the step of the cooling liquid discharged from the heat exchanger (50) sequentially flowing through the seventh first valve port b (312) and the eighth first valve port a (311) into the battery cooling mechanism (83).

[0155] The first multiway valve (31) is controlled so that the flow direction of the motor cooling mechanism circuit is as follows: the coolant flows from the motor cooling mechanism (80) into the first valve port m (318), then sequentially passes through the first valve port n (319), the first valve port e (314), and the first valve port c (313), flows from the first valve port c (313) into the motor pump (23), and after undergoing the circulating pressure increase of the motor pump (23), flows into the motor cooling mechanism (80) to form a closed circuit. In this circuit, since the coolant does not pass through the radiator (82), the amount of heat absorbed by the coolant from the motor cooling mechanism (80) can also be transferred back to the motor cooling mechanism (80), reducing the heat consumption of the motor cooling mechanism (80) so that the temperature of the motor cooling mechanism (80) can quickly rise to within the optimal operating temperature range.

[0156] The first multiway valve (31) is controlled so that the flow direction of the battery cooling mechanism circuit is as follows: the coolant flows out from the battery cooling mechanism (83) and is divided into two paths, where one path flows into the first valve port f (315), then flows into the first valve port h (316), and flows out from the first valve port h (316). The other path passes through the controller (81), joins with the coolant flowing out from the first valve port h (316), flows together into the heat exchanger (50), flows from the heat exchanger (50) into the first valve port b (312), then flows into the first valve port a (311), flows from the first valve port a (311) into the battery pump (22), and after undergoing the circulation pressure increase of the battery pump (22), flows into the battery cooling mechanism (83), forming a closed circuit. In this work condition, the heat exchanger (50) is not operated, that is, the heat exchanger (50) does not perform heat dissipation treatment on the incoming coolant, so the amount of 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), and the heat consumption of the battery cooling mechanism (83) and the controller (81) is reduced, so that the temperature of the battery cooling mechanism (83) and the controller (81) can quickly rise to within the optimal operating temperature range.

[0157] In addition, under this work condition, the cockpit temperature is also lower, and the operation of the hot air circuit is initiated to perform heating treatment on the cockpit, and the operation of the circuit is turned off after the temperature inside the cockpit rises to a certain value.

[0158] FIG. 16 is a diagram showing the flow of the fourth work condition of the thermal management system according to the present application.

[0159] As illustrated in FIG. 16, the fourth work condition according to the present application is a waste heat recovery mode, and this work condition collects heat generated from the motor cooling mechanism (80) to heat the battery cooling mechanism (83) and the controller (81). After the motor cooling mechanism (80) has been operated for a certain period, its temperature can rapidly rise to within the optimal operating temperature range, but at this time, the temperature of the battery cooling mechanism (83) and the controller (81) is still in a lower state. Therefore, the heat generated from the motor cooling mechanism (80) is transferred to the battery cooling mechanism (83) and the controller (81) so that their temperatures can rise to within the optimal operating temperature range as quickly as possible. In this work condition, the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to form a single series circuit. A specific control method of the thermal management system is

[0160] A step of controlling the third first valve port e (314) and the eighth first valve port a (311) of the first multiway valve (31) to be connected, and the cooling liquid in the motor cooling mechanism (80) to flow sequentially into the battery cooling mechanism (83) through the first first valve port m (318), the ninth first valve port n (319), the third first valve port e (314), and the eighth first valve port a (311);

[0161] The method includes a step of controlling the seventh first valve port b (312) and the fourth first valve port c (313) of the first multiway valve (31) to be connected, and controlling the cooling liquid discharged from the heat exchanger (50) to flow sequentially through the seventh first valve port b (312) and the fourth first valve port c (313) to the motor cooling mechanism (80).

[0162] The first multiway valve (31) is controlled so that the flow direction of the series connection circuit of the motor cooling mechanism (80) and the battery cooling mechanism (83) is as follows: the coolant flows from the motor cooling mechanism (80) into the first valve port m (318), then sequentially passes through the first valve port n (319), the first valve port e (314), and the first valve port a (311), flows from the first valve port a (311) into the battery pump (22), and after undergoing the circulating pressure increase of the battery pump (22), flows into the battery cooling mechanism (83). After flowing out from the battery cooling mechanism (83), it is divided into two paths, where one path flows into the first valve port f (315), then flows into the first valve port h (316), and flows out from the first valve port h (316). Another path passes through the controller (81), joins with the coolant discharged from the first valve port h (316), and flows together into the heat exchanger (50). From the heat exchanger (50), it flows into the first valve port b (312), then into the first valve port c (313), and from the first valve port c (313), it flows into the motor pump (23). After undergoing the circulating pressure increase of the motor pump (23), it flows into the motor cooling mechanism (80), forming a closed circuit. Under these working conditions, both the radiator (82) and the heat exchanger (50) are in a stopped state, 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) to heat both.

[0163] At this time, the operation status of the hot air circuit is determined by whether it operates or not, depending on whether the ambient temperature is high or low.

[0164] FIG. 17 is a diagram showing the flow of the fifth work condition of the thermal management system according to the present application.

[0165] As illustrated in FIG. 17, the fifth work condition according to the present application is that the motor cooling mechanism (80) rapidly heats up, the battery cooling mechanism (83) has no flow rate request, and the controller (81) has a flow rate request. In this work condition, the motor cooling mechanism circuit is identical to the motor cooling mechanism circuit in the third work condition; therefore, redundant description is omitted, and only the battery cooling mechanism circuit below is described.

[0166] The first multiway valve (31) is controlled so that the specific flow direction of the battery cooling mechanism circuit is as follows: the coolant flows out from the battery cooling mechanism (83) and then flows into the controller (81), flows out from the controller (81) and then flows back into the heat exchanger (50), flows from the heat exchanger (50) and then flows back into the first valve port b (312), flows back into the first valve port a (311), flows from the first valve port a (311) to the battery pump (22), and after undergoing the circulation pressure increase of the battery pump (22), flows into the battery cooling mechanism (83), thereby forming a closed circuit. Under this working condition, since the flow rate of the coolant required for the operation of the controller (81) is greater, the coolant flowing out from the battery cooling mechanism (83) flows into the controller (81) and satisfies the operation requirements. The flow rate of the coolant passing through the battery cooling mechanism (83) does not change significantly.

[0167] FIG. 18 is a drawing showing the flow of the sixth work condition of the thermal management system according to the present application.

[0168] As illustrated in FIG. 18, the sixth work condition according to the present application is that the motor cooling mechanism (80) must be lowered, the battery cooling mechanism (83) has no flow requirement, but the controller (81) has a flow requirement and is in an air removal mode. In this work condition, the flow direction of the motor cooling mechanism circuit matches the flow method of the motor cooling mechanism circuit in the first work condition. Since the battery cooling mechanism circuit matches the battery cooling mechanism circuit in the fifth work condition, a redundant explanation is omitted. However, as it needs to be explained, when maintaining the vehicle, air generally enters the controller (81), and therefore the air removal mode refers to discharging the air that has entered the controller (81), and by ensuring that the air inside is discharged from the liquid refill port of the reservoir area (150) in a manner where all the coolant flows into the controller (81), it prevents the vehicle's operation from being affected.

[0169] Meanwhile, under the 6th work condition, the hot air circuit is also in a stopped state.

[0170] FIG. 19 is a drawing showing the flow of the seventh work condition of the thermal management system according to the present application.

[0171] As illustrated in FIG. 19, the seventh work condition according to the present application is a large series auxiliary air removal mode, and this work condition performs exhaust treatment for the entire thermal management system, wherein the motor cooling mechanism circuit and the battery cooling mechanism circuit are connected to form a large series circuit.

[0172] The flow direction of the coolant in the series circuit is as follows: the coolant flows from the motor cooling mechanism (80) into the first valve port m (318), then into the first valve port k (317), then into the radiator (82) from the first valve port k (317), then flows out from the radiator (82) and into the first valve port e (314), then flows again into the first valve port a (311), then flows out from the first valve port a (311) and flows again into the battery pump (22), then flows into the battery cooling mechanism (83) after pressure increase in the battery pump (22), then flows out from the battery cooling mechanism (83) and flows into the controller (81), then flows out from the controller (81) and flows again into the heat exchanger (50), then flows out from the heat exchanger (50) and flows again into the first valve port b (312), then the first valve It flows into port c (313) and flows into the motor pump (23) from the first valve port c (313), and after undergoing circulating pressure increase of the motor cooling mechanism (80) pump (23), flows into the motor cooling mechanism (80), forming a closed circuit. Under this working condition, the vehicle is in a stationary state, and both the radiator (82) and the heat exchanger (50) are in a stopped state. At this time, the radiator (82) corresponds to a gas-liquid separator with a larger capacity, and the coolant discharges air from the thermal management system to the radiator (82), and the air is discharged by the radiator (82). From this, the entire system is enabled to circulate normally.

[0173] Correspondingly, since the vehicle is stationary, the hot air circuit is also in a stopped state.

[0174] Finally, each of the embodiments described above is intended only to illustrate the technical solution of the present application and is not a limitation thereto; although the present application has been described in detail with reference to each of the embodiments described above, a person skilled in the art should understand that modifications to the technical solution described in each of the embodiments described above or equivalent substitutions to some or all of the technical features thereof may still be made; and such modifications or substitutions do not cause the essence of the corresponding technical solution to deviate from the scope of the technical solution of each of the embodiments of the present application. Explanation of the symbols

[0175] Among the drawings representing each flow, the combination of a solid line and an arrow indicates the flow direction of the coolant, the combination of a dotted line and an arrow indicates the flow direction of the refrigerant, and the combination of a two-dot dashed line and an arrow indicates the flow direction when replenishing the coolant; 10-Kettle assembly; 11-Housing; 12-Cover plate; 110-Port; 111-1st Installation Area; 112-2nd Installation Area; 113-1st Surface; 114-1st Side; 120-Installation Part; 130-Pipeline; 131-Radiator Inlet; 132-Radiator Outlet; 133-Motor Cooling Mechanism Inlet; 134-Motor Cooling Mechanism Outlet; 135-Battery Cooling Mechanism Inlet; 136-Battery Cooling Mechanism Outlet; 137-Heater Inlet; 138-Heater Outlet; 139-Hot Air Core Inlet; 140-Hot Air Core Outlet; 150-Water Reservoir Area; 151-Fluid Inlet; 1111-1st Port a; 1112-1st Port b, 1113-1st Port c; 1114-1st Port e; 1115-1st Port f; 1116-1st Port h; 1117-1st Port k; 1118-1st Port m; 1119-1st Port n; 1121-2nd Port a; 1122-2nd Port b; 1123-2nd Port c; 1124-2nd Port e; 1125-2nd Port f; 20-Pump assembly; 21-Heating pump; 22-Battery pump; 23-Motor pump; 30-Valve unit; 31-1st multiway valve; 32-2nd multiway valve; 311-1st valve port a; 312-1st valve port b; 313-1st valve port c; 314-1st valve port e; 315-1st valve port f; 316-1st valve port h, 317-1st valve port k, 318-1st valve port m, 319-1st valve port n; 321-2nd valve port a; 322-2nd valve port b, 323-2nd valve port c, 324-2nd valve port e, 325-2nd valve port f; 40-Water-cooled condenser; 50-heat exchanger; 60-Liquid Gas Separator; 70-Air conditioner integrated valve; 71-1st shut-off valve; 72-2nd shut-off valve; 73-1st expansion valve; 74-2nd expansion valve; 80-Motor cooling mechanism; 81-Controller; 82-Radiator; 83-Battery cooling mechanism; 84-Heater; 85-Hot air core; 90-Air conditioner main unit evaporator; 91-Compressor; 92-Air conditioner main unit condenser; 93-Coaxial tube.

Claims

Claim 1 A thermal management system comprising a kettle assembly, a valve unit, a radiator, and a heat exchanger, wherein the kettle assembly comprises a housing and a cover plate, the housing is covered on the cover plate and together with the cover plate forms a receiving chamber, and the valve unit is installed on the housing; a plurality of pipelines through which liquid flows within the receiving chamber, and a plurality of ports communicating with the receiving chamber are provided on the housing, wherein a first end of the pipeline and the port are in one-to-one correspondence, and a second end of the pipeline and a portion of the pipeline are located outside the receiving chamber; wherein the valve unit comprises a plurality of valve ports, wherein the valve ports and the port are in one-to-one correspondence, and the valve unit comprises a first multi-way valve and a second multi-way valve, wherein the plurality of valve ports comprise a plurality of first valve ports and a plurality of second valve ports, wherein the first valve port is located on the first multi-way valve and the second valve port is located on the second multi-way valve; and wherein the radiator and the heat exchanger are each in communication with different pipelines. System. Claim 2 A thermal management system comprising a kettle assembly, a pump assembly, and a valve unit, wherein the kettle assembly comprises a housing and a cover plate, the housing is covered on the cover plate and together with the cover plate forms a receiving chamber, and the pump assembly and the valve unit are each installed on the housing; wherein there are a plurality of pipelines through which liquid flows within the receiving chamber, and a plurality of ports communicating with the receiving chamber are provided on the housing, wherein a first end of the pipeline and the ports are in one-to-one correspondence and a portion of the pipeline is located outside the receiving chamber; wherein the valve unit is provided with a plurality of valve ports, and the valve ports are in one-to-one correspondence and the valve unit controls the blocking or communication between the ports and the valve ports corresponding to the ports, thereby controlling the blocking or communication between the pipelines. Claim 3 A thermal management system characterized in that, in paragraph 2, a first installation area and a second installation area are provided on one side of the housing facing the cover plate, and a plurality of ports include a plurality of first ports and a plurality of second ports, wherein the first port is located within the first installation area and the second port is located within the second installation area; the valve unit includes a first multiway valve and a second multiway valve, and a plurality of valve ports include a plurality of first valve ports and a plurality of second valve ports, wherein the first valve port is located on the first multiway valve and the second valve port is located on the second multiway valve; wherein the first multiway valve is connected within the first installation area and the first port and the first valve port are in one-to-one correspondence, and the second multiway valve is connected within the second installation area and the second port and the second valve port are in one-to-one correspondence. Claim 4 In paragraph 3, the plurality of the above pipelines includes a plurality of first pipelines, each of the above first pipelines includes two first sub-pipes, the first end of one of the above first sub-pipes among the above first pipelines corresponds to the first installation area, the second end of one of the above first sub-pipes among the above first pipelines is to communicate with the outlet pipe of the same component in the vehicle, the first end of another of the above first sub-pipes among the above first pipelines corresponds to the first installation area, and the second end of another of the above first sub-pipes among the above first pipelines is to communicate with the inlet pipe of the same component in the vehicle; the thermal management system is characterized in that the component includes at least one of a radiator, a battery cooler, and a motor cooler. Claim 5 A thermal management system according to claim 3, wherein a plurality of the above pipelines include a second pipeline and a third pipeline, the first end of the second pipeline corresponds to the first installation area, and the first end of the third pipeline corresponds to the second installation area; the second pipeline includes two second sub-pipes, one of the second sub-pipes is in communication with the outlet pipe of a hot air core in a vehicle, and the other of the second sub-pipes is in communication with the inlet pipe of a heater in a vehicle; and the third pipeline includes two third sub-pipes, one of the third sub-pipes is in communication with the outlet pipe of the heater, and the other of the third sub-pipes is in communication with the inlet pipe of the hot air core. Claim 6 A thermal management system characterized in that, in any one of claims 2 to 5, a water storage area is provided inside the receiving chamber, and the water storage area is located above the pipeline; and a liquid replenishment port is provided in the water storage area, and the liquid replenishment port is in communication with the pipeline. Claim 7 A thermal management system according to claim 4, further comprising a water-cooled condenser and a heat exchanger, wherein the water-cooled condenser is installed on one side of the housing facing the cover plate, the water-cooled condenser has a first inlet and a first outlet, the heat exchanger is installed on one side of the cover plate facing the housing, and the heat exchanger has a second inlet and a second outlet; wherein a plurality of the pipelines include two fourth pipelines, the first end of one fourth pipeline corresponds to the second installation area, one fourth pipeline is in communication with the first inlet, the first end of another fourth pipeline corresponds to the first installation area, and the other fourth pipeline is in communication with the first outlet; and wherein a plurality of the pipelines include two fifth pipelines, the first end of each fifth pipeline corresponds to the first installation area, one fifth pipeline is in communication with the second outlet, and the other fifth pipeline is in communication with the second inlet. Claim 8 A thermal management system according to claim 7, further comprising a gas-liquid separator, wherein an installation portion is provided on the cover plate, the installation portion is installed outside the receiving chamber, the gas-liquid separator is installed on one side of the installation portion facing the housing, and the gas-liquid separator and the water-cooled condenser are adjacent to each other; the refrigerant inlet of the gas-liquid separator and the refrigerant outlet of the heat exchanger are in communication, and the gas-liquid separator is also in communication with the evaporator outlet of the air conditioner body of the vehicle. Claim 9 A thermal management system according to claim 8, further comprising an air conditioner integrated valve, wherein the air conditioner integrated valve is installed on one side of the installation part facing away from the housing, and the air conditioner integrated valve and the heat exchanger are adjacent to each other, and the air conditioner integrated valve is in communication with the refrigerant inlet of the water-cooled condenser and the refrigerant inlet of the heat exchanger, respectively; the refrigerant outlet of the water-cooled condenser is in communication with the air conditioner integrated valve through a coaxial pipe; the refrigerant outlet of the gas-liquid separator is in communication with the compressor intake port of the vehicle through the coaxial pipe; the coaxial pipe is also intended to be in communication with the internal cooler outlet of the air conditioner body of the vehicle; the air conditioner integrated valve is intended to be in communication with the internal cooler inlet of the air conditioner body, and the air conditioner integrated valve is also intended to be connected to the compressor exhaust port. Claim 10 A thermal management system according to paragraph 2, wherein the pump assembly comprises a heating pump, a battery pump, and a motor pump, and the heating pump, the battery pump, and the motor pump are each installed on one side of the housing facing away from the cover plate, and the heating pump, the battery pump, and the motor pump are each connected to different pipelines located outside the receiving chamber. Claim 11 A vehicle characterized by including a vehicle body and a thermal management system according to any one of claims 1 to 5 and 7 to 10 installed on the vehicle body. Claim 12 A thermal management method using a thermal management system according to claim 1, wherein the method comprises the step of controlling a first first valve port and a second first valve port among a first multiway valve so as to be in communication, wherein the first first valve port is in communication with a liquid outlet of a motor cooling mechanism and the second first valve port is in communication with a liquid inlet of a radiator, and the coolant of the motor cooling mechanism sequentially flows into the radiator through the first first valve port and the second first valve port; and the step of controlling a third first valve port and a fourth first valve port among a first multiway valve so as to be in communication, wherein the liquid outlet of the radiator is in communication with the third first valve port and the fourth first valve port is in communication with a liquid inlet of the motor cooling mechanism, and the coolant flowing into the radiator is cooled in the radiator and then sequentially flows into the motor cooling mechanism through the third first valve port and the fourth first valve port. Thermal management method characterized by Claim 13 A thermal management method according to claim 12, wherein the method comprises the step of controlling the fifth first valve port and the sixth first valve port of the first multiway valve so as to be in communication, wherein the fifth first valve port is in communication with the liquid outlet of the battery cooling mechanism and the sixth first valve port is in communication with the liquid inlet of the heat exchanger, and the cooling liquid of the battery cooling mechanism sequentially flows into the heat exchanger through the fifth first valve port and the sixth first valve port; and further comprising the step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve so as to be in communication, wherein the liquid outlet of the heat exchanger is in communication with the seventh first valve port and the liquid inlet of the battery cooling mechanism is in communication with the eighth first valve port, and the cooling liquid flowing into the heat exchanger is cooled in the heat exchanger and then sequentially flows into the battery cooling mechanism by passing through the seventh first valve port and the eighth first valve port. Claim 14 A thermal management method according to claim 13, wherein the method further comprises the step of controlling the third first valve port and the eighth first valve port of the first multiway valve to be in communication, wherein the coolant introduced into the radiator is cooled in the radiator and then sequentially flows into the battery cooling mechanism through the third first valve port and the eighth first valve port; and the step of controlling the seventh first valve port and the fourth first valve port of the first multiway valve to be in communication, wherein the coolant introduced into the heat exchanger is cooled in the heat exchanger and then sequentially flows into the motor cooling mechanism through the seventh first valve port and the fourth first valve port. Claim 15 A thermal management method according to claim 13, wherein the method further comprises the step of controlling the first first valve port and the ninth first valve port of the first multiway valve so as to be in communication, wherein the ninth first valve port is in communication with the third first valve port, and the third first valve port is in communication 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; and the step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve so as to be in communication, wherein the coolant discharged from the heat exchanger flows into the battery cooling mechanism sequentially through the seventh first valve port and the eighth first valve port. Claim 16 A thermal management method according to claim 13, wherein the method further comprises the step of controlling the third first valve port and the eighth first valve port of the first multiway valve so as to be in communication, wherein the coolant in the motor cooling mechanism flows into the battery cooling mechanism sequentially through the first first valve port, the ninth first valve port, the third first valve port, and the eighth first valve port; and the step of controlling the seventh first valve port and the fourth first valve port of the first multiway valve so as to be in communication, wherein the coolant discharged from the heat exchanger flows into the motor cooling mechanism sequentially through the seventh first valve port and the fourth first valve port. Claim 17 A thermal management method according to any one of claims 13 to 16, wherein the method further comprises the step of the portion of the coolant discharged from the battery cooling mechanism flowing into a controller, and the coolant discharged from the controller flowing into the heat exchanger. Claim 18 A thermal management method according to claim 17, wherein the method further comprises the step of controlling the seventh first valve port and the eighth first valve port of the first multiway valve to be in communication, wherein the coolant in the battery cooling mechanism flows into the heat exchanger through the controller, and the coolant discharged from the heat exchanger flows into the battery cooling mechanism through the seventh first valve port and the eighth first valve port. Claim 19 A heat management method according to claim 13, wherein the method controls the first second valve port and the second second valve port of the second multiway valve to be in communication, wherein the first second valve port is in communication with the liquid outlet of the heater, the second second valve port is in communication with the liquid inlet of the hot air core, and the liquid outlet of the hot air core and the liquid inlet of the heater are in communication; and further comprising the step of the coolant discharged from the heater sequentially flowing into the heater through the first second valve port, the second second valve port and the hot air core.

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