Thermal management system for vehicle and vehicle

Abstract

A thermal management system (1000) for a vehicle (5000), and a vehicle. The vehicle comprises a cabin, a battery (2000), and an engine (3000). The thermal management system comprises a first cooling liquid circulation loop (100) for adjusting the temperature of the battery, a waste heat recovery loop (200) for heat exchange with the engine, a three-way valve (300), and a controller (400). A plurality of heat exchange loops (210) of the waste heat recovery loop are used for respectively adjusting the temperature of the engine, the temperature in the cabin, and the temperature in the cabin and the temperature of a cooling liquid in the first cooling liquid circulation loop. The controller controls ways of the three-way valve to be opened or closed, so as to control the switching of the plurality of heat exchange loops.

Description

Thermal management system of vehicle and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application "Vehicle thermal management system and vehicle" with application number 202311134402.6 and application date September 4, 2023, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application belongs to the field of vehicle technology, and specifically relates to a vehicle thermal management system and a vehicle. Background Art

[0004] With the increasing requirements for environmental protection and the advancement of battery technology, electric vehicles are developing at an increasingly faster pace and are gradually replacing traditional fuel vehicles, becoming an important development direction of the modern automotive industry. Therefore, the thermal management and energy saving of electric vehicles are becoming increasingly important.

[0005] At present, electric vehicle cabin heating and battery heating mainly use electric heating or heat pump solutions, which fail to effectively utilize the heat generated by the engine during operation, resulting in great waste.

[0006] In the existing technology, some thermal management systems also recover the heat of the engine to adjust the temperature of the vehicle cabin and the battery. However, the existing solutions will reduce the engine's heating rate and increase power loss. In addition, the existing thermal management system that recovers the engine's waste heat has a relatively complex structure, which makes the thermal management system inconvenient to deploy and difficult to control.

[0007] Summary of the Invention

[0008] To this end, the present application proposes a vehicle thermal management system, which has a simple structure and can recover the engine's waste heat to heat the vehicle cabin and battery while ensuring the engine's heating rate, thereby solving the technical problems in the prior art of complex thermal management systems and slow engine heating rates.

[0009] According to the thermal management system of a vehicle in an embodiment of the present application, the vehicle includes a cabin, a battery and an engine, and the thermal management system includes: a first coolant circulation loop, the first coolant circulation loop is used to adjust the temperature of the battery; a waste heat recovery loop, the waste heat recovery loop exchanges heat with the engine, the waste heat recovery loop includes multiple heat exchange loops, the multiple heat exchange loops are used to respectively adjust the temperature of the engine, the temperature in the cabin, and the temperature in the cabin and the temperature of the coolant in the first coolant circulation loop; a three-channel valve and a controller, the controller is used to control the conduction or cutoff of the channels in the three-channel valve, so as to realize the use of the three-channel valve to control the waste heat recovery loop to switch between the multiple heat exchange loops.

[0010] According to the vehicle thermal management system of the embodiment of the present application, by providing a waste heat recovery circuit for heat exchange with the engine, the waste heat recovery circuit can be used to recover the heat generated by the engine during operation. At this time, when multiple heat exchange circuits are used to adjust the temperature of the engine, the temperature in the vehicle cabin, and the temperature of the vehicle cabin and the temperature of the coolant respectively, the waste heat of the engine can be used to heat the engine itself, the vehicle cabin, and the battery, thereby fully utilizing the waste heat of the engine, improving energy utilization, and enhancing the application capability of the thermal management system in cold regions. At the same time, a three-channel valve is provided to directly control the switching of the waste heat recovery circuit between the multiple heat exchange circuits. While simplifying the structure of the thermal management system, it can also prevent the waste heat recovery circuit from heating the vehicle cabin and the battery while adjusting the engine temperature, and prevent the circulating water temperature in the waste heat recovery circuit from decreasing, which would slow down the engine's heating rate. In other words, the thermal management system of the present application can not only fully utilize the waste heat of the engine, but also improve the engine's heating rate and simplify the structure of the thermal management system.

[0011] Optionally, the multiple heat exchange circuits include a first heat exchange circuit, a second heat exchange circuit and a third heat exchange circuit, the first heat exchange circuit is used to adjust the temperature in the vehicle cabin, the second heat exchange circuit is used to adjust the temperature in the vehicle cabin and exchange heat with the first coolant circulation circuit, and the third heat exchange circuit is used to adjust the temperature of the engine; the three-channel valve is simultaneously connected in series with the first heat exchange circuit and the second heat exchange circuit to control the conduction of the first heat exchange circuit, the conduction of the second heat exchange circuit or the blocking of the first heat exchange circuit and the second heat exchange circuit; wherein, when the first heat exchange circuit and the second heat exchange circuit are blocked, the third heat exchange circuit is turned on.

[0012] Optionally, the three-channel valve includes a first channel, a second channel and a third channel, the first channel is connected in series with the first heat exchange circuit to control the conduction of the first heat exchange circuit, and the second channel is connected in series with the second heat exchange circuit to control the conduction of the second heat exchange circuit; the outlet of the third channel is located in the three-channel valve to control the first heat exchange circuit and the second heat exchange circuit to cut off the flow.

[0013] Optionally, the thermal management system further includes a refrigerant circulation circuit, the refrigerant circulation circuit being used to increase and decrease the temperature in the vehicle cabin, the refrigerant circulation circuit exchanging heat with the first coolant circulation circuit.

[0014] Optionally, the thermal management system further includes a control valve assembly; the refrigerant circulation circuit has a first mode and a second mode, in the first mode, the refrigerant circulation circuit is used to increase the temperature in the vehicle cabin; in the second mode, the refrigerant circulation circuit is used to lower the temperature in the vehicle cabin, and the control valve assembly is used to control the refrigerant circulation circuit to switch between the first mode and the second mode.

[0015] Optionally, the refrigerant circulation circuit includes a first refrigerant circulation circuit, a second refrigerant circulation circuit and a compressor, and the control valve assembly includes a three-way valve, a first switch valve and a second switch valve, the three-way valve has a first state and a second state, in the first state, the exhaust port of the compressor is connected to the first refrigerant circulation circuit, the first switch valve is closed, and the second switch valve is disconnected, so that the compressor is connected in series with the first refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the first mode; in the second state, the exhaust port of the compressor is connected to the second refrigerant circulation circuit, the first switch valve is disconnected, and the second switch valve is closed, so that the compressor is connected in series with the second refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the second mode.

[0016] Optionally, the first switching valve and the second switching valve are linked so that when one of them is closed, the other is opened.

[0017] Optionally, the refrigerant circulation circuit includes a compressor, and the control valve assembly is a four-way valve, which is respectively connected to the air inlet of the compressor, the exhaust port of the compressor, the first end of the refrigerant circulation circuit and the second end of the refrigerant circulation circuit; wherein, the four-way valve has a third state and a fourth state, in which the exhaust port is connected to the first end of the refrigerant circulation circuit and the second end of the refrigerant circulation circuit is connected to the air inlet, and the refrigerant circulation circuit is switched to the first mode; in the fourth state, the exhaust port is connected to the second end of the refrigerant circulation circuit and the first end of the refrigerant circulation circuit is connected to the air inlet, and the refrigerant circulation circuit is switched to the second mode.

[0018] Optionally, the thermal management system further includes a second coolant circulation loop, and the second coolant circulation loop is used to adjust the temperature of electronic components of the vehicle.

[0019] A vehicle according to an embodiment of the present application includes the aforementioned thermal management system.

[0020] According to the vehicle of the embodiment of the present application, by adopting the aforementioned thermal management system, the performance of the vehicle can be effectively guaranteed, and the comfort and cruising range of the vehicle can be improved.

[0021] Additional aspects and advantages of the present application will become apparent from the following description or may be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0023] FIG1 is a schematic diagram of a thermal management system according to some embodiments of the present application.

[0024] FIG2 is a schematic diagram of a waste heat recovery circuit according to some embodiments of the present application.

[0025] FIG3 is a schematic diagram of a three-channel valve according to some embodiments of the present application.

[0026] FIG4 is a schematic diagram of an engine degassing branch according to some embodiments of the present application.

[0027] FIG5 is a schematic diagram of a refrigerant circulation circuit and a first coolant circulation circuit according to some embodiments of the present application.

[0028] FIG6 is a schematic diagram of a refrigerant circulation circuit and a first coolant circulation circuit according to some other embodiments of the present application.

[0029] FIG7 is a diagram showing the corresponding relationship between the opening degree and flow rate of the electronic expansion valve in some embodiments of the present application.

[0030] FIG8 is a schematic diagram of a second coolant circulation loop according to some embodiments of the present application.

[0031] FIG9 is a schematic diagram of a vehicle according to some embodiments of the present application.

[0032] FIG10 is a flow diagram of a thermal management system when a vehicle according to some embodiments of the present application is started at normal temperature.

[0033] FIG11 is a flow diagram of a thermal management system when a vehicle is started in a low-temperature environment according to some embodiments of the present application.

[0034] FIG12 is a flow diagram of a thermal management system when a vehicle according to some embodiments of the present application is started in an extremely low temperature environment.

[0035] FIG13 is a flow diagram of a thermal management system of a vehicle in some embodiments of the present application when operating at normal temperature.

[0036] FIG14 is a flow diagram of a thermal management system of a vehicle in some embodiments of the present application when operating in a high-temperature environment.

[0037] FIG15 is a flow diagram of a thermal management system of a vehicle in some embodiments of the present application when operating in a low-temperature environment.

[0038] FIG16 is a flow path diagram of a thermal management system in some embodiments of the present application when a vehicle suddenly stops due to a fault or in a high temperature environment.

[0039] Reference numerals:

[0040] 1000, thermal management system; 100, first coolant circulation loop; 110, first pump body; 120, first temperature sensor; 130, heater; 200, waste heat recovery loop; 210, heat exchange loop; 211, first heat exchange loop; 212, second heat exchange loop; 213, third heat exchange loop; 214, heater core; 220, drive pump; 230, second temperature sensor; 240, thermostat; 300, three-channel valve; 310, first channel; 3 20, second channel; 330, third channel; 340, inlet; 350, first outlet; 360, second outlet; 370, housing; 380, valve core; 381, first liquid inlet; 382, ​​second liquid inlet; 383, third liquid inlet; 384, first liquid outlet; 385, second liquid outlet; 400, controller; 500, refrigerant circulation circuit; 510, first refrigerant circulation circuit; 520, second refrigerant circulation circuit; 530, offboard heat exchanger ; 540, cabin heat exchanger; 550, first fan; 560, pressure sensor; 571, third temperature sensor; 572, fourth temperature sensor; 581, first electronic expansion valve; 582, second electronic expansion valve; 590, compressor; 600, control valve assembly; 610, three-way valve; 620, first on-off valve; 630, second on-off valve; 640, four-way valve; 700, second coolant circulation loop; 710, insulation branch; 720, cooling branch ; 721, cooler; 722, third fan; 730, switching valve; 740, second water pump; 750, fifth temperature sensor; 760, third degassing branch; 761, second expansion tank; 810, first degassing branch; 820, second degassing branch; 821, radiator; 822, second fan; 830, first expansion tank; 900, second heat exchanger; 2000, battery; 3000, engine; 4000, electronic components; 5000, vehicle. DETAILED DESCRIPTION

[0041] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0042] The following describes a thermal management system 1000 of a vehicle 5000 according to an embodiment of the present application with reference to the accompanying drawings.

[0043] The vehicle 5000 includes a cabin, a battery 2000, and an engine 3000. The engine 3000 is used to provide power to the vehicle 5000, and the battery 2000 is used to supply power to the vehicle 5000 so that the vehicle 5000 can operate normally.

[0044] Of course, in some examples, battery 2000 can serve not only as an operating power source for vehicle 5000 , but also as a driving power source for vehicle 5000 , replacing or partially replacing fuel or natural gas to provide driving power for vehicle 5000 .

[0045] As shown in FIG1 , a thermal management system 1000 of a vehicle 5000 according to an embodiment of the present application includes: a first coolant circulation loop 100 , a waste heat recovery loop 200 , a three-channel valve 300 and a controller 400 .

[0046] The first coolant circulation loop 100 is used to adjust the temperature of the battery 2000 so as to maintain the temperature of the battery 2000 within a suitable range, thereby improving the safety of the battery 2000, ensuring the working performance of the battery 2000, and extending the service life of the battery 2000.

[0047] As shown in FIG1 , the waste heat recovery circuit 200 exchanges heat with the engine 3000 and includes multiple heat exchange circuits 210 , which are used to adjust the temperature of the engine 3000, the temperature within the vehicle cabin, and the temperature of the coolant within the first coolant circulation circuit 100 , respectively. The waste heat recovery circuit 200 is configured to exchange heat with the engine 3000 so that it can recover heat generated by the engine 3000 during operation. This heat can be used to adjust the temperature of the engine 3000 itself, the temperature within the vehicle cabin, and the temperature of the coolant, thereby utilizing the waste heat from the engine 3000 to heat the engine 3000 itself, the vehicle cabin, and the battery 2000. This improves the performance of the engine 3000 and battery 2000 while ensuring the comfort of the vehicle 5000 and reducing costs.

[0048] That is, the present application can effectively utilize the heat generated by the engine 3000 during operation to ensure the operating performance of the engine 3000 and the battery 2000 and improve the comfort of the vehicle 5000 while also avoiding heat waste.

[0049] Controller 400 controls the opening and closing of channels within three-channel valve 300, enabling the three-channel valve 300 to control the waste heat recovery circuit 200's switching between multiple heat exchange circuits 210. While ensuring that the heat generated by the engine 3000 during operation can be used to adjust the engine's own temperature, the cabin's temperature, and the temperature of the battery 2000, it also facilitates simple and convenient switching between the multiple heat exchange circuits 210, simplifying the structure of thermal management system 1000 and reducing its control complexity, making it more flexible.

[0050] As can be seen from the above structure, the thermal management system 1000 of the vehicle 5000 of the embodiment of the present application is provided with a waste heat recovery circuit 200, and the waste heat recovery circuit 200 is configured to perform heat exchange with the engine 3000. In this way, the waste heat recovery circuit 200 can be used to recover the heat generated by the engine 3000 during operation. At this time, the recovered heat is used to adjust the temperature of the engine 3000, the temperature in the cabin, and the temperature in the cabin and the temperature of the coolant respectively using multiple heat exchange circuits 210, so as to achieve the purpose of using the waste heat of the engine 3000 to adjust the temperature of the engine 3000 itself, the cabin and the battery 2000, thereby avoiding heat waste.

[0051] Among them, when the heat exchange circuit 210 is used to adjust the temperature of the engine 3000, the waste heat of the engine 3000 can be used to heat the engine 3000 itself, thereby achieving the purpose of heating the engine 3000; when the heat exchange circuit 210 is used to adjust the temperature in the vehicle cabin, the waste heat of the engine 3000 can be used to increase the temperature in the vehicle cabin, thereby achieving the purpose of heating the vehicle cabin; when the heat exchange circuit 210 is used to adjust the temperature in the vehicle cabin and the temperature of the coolant, the waste heat of the engine 3000 can be used to simultaneously increase the temperature in the vehicle cabin and the temperature of the coolant, thereby achieving the purpose of heating the vehicle cabin and heating the battery 2000.

[0052] That is to say, the present application can utilize the waste heat of the engine 3000 to heat the engine 3000 itself, the cabin and the battery 2000, so as to make full use of the waste heat of the engine 3000, improve energy utilization, achieve the purpose of reducing consumption, and improve the application capability of the thermal management system 1000 when working in cold areas.

[0053] In some examples, when the waste heat of the engine 3000 is used to increase the temperature of the coolant, the coolant exchanges heat with the battery 2000 through the first coolant circulation loop 100 to achieve the purpose of heating the battery 2000 using the waste heat of the engine 3000 .

[0054] At the same time, the thermal management system 1000 of the vehicle 5000 of the embodiment of the present application can directly control the waste heat recovery circuit 200 to switch between multiple heat exchange circuits 210 through a structural component (three-channel valve 300), thereby simplifying the structure of the thermal management system 1000, reducing the production cost and assembly difficulty of the thermal management system 1000, and making the switching between multiple heat exchange circuits 210 simple and convenient, thereby reducing the control difficulty of the thermal management system 1000 and making the thermal management system 1000 flexible to use.

[0055] In addition, the above-mentioned setting can also prevent the waste heat recovery circuit 200 from heating the cabin and the battery 2000 while adjusting the temperature of the engine 3000. That is to say, the present application can use waste heat to adjust the temperature of the engine 3000 alone, and avoid the circulating water temperature in the waste heat recovery circuit 200 from decreasing to drag down the heating rate of the engine 3000. That is, the present application can not only use the waste heat of the engine 3000 to heat the cabin and the battery 2000, but also ensure the heating rate of the engine 3000 and reduce power loss.

[0056] In summary, the thermal management system 1000 of the present application can not only fully utilize the waste heat of the engine 3000, but also increase the heating rate of the engine 3000 and make the thermal management system 1000 simple in structure and easy to control.

[0057] It can be understood that compared with the existing technology, the thermal management system 1000 of the present application has a simple structure and is easy to control. It not only allows the engine 3000 to heat up quickly, but also makes full use of the waste heat energy of the engine 3000 to heat the battery 2000 and the cabin. While ensuring the comfort of the vehicle 5000, it can also ensure the normal output of the battery 2000 in cold environments. This not only saves the energy of the engine 3000, but also improves the efficiency of the battery 2000, so as to achieve the purpose of improving energy utilization and reducing consumption.

[0058] In some examples, the controller 400 is electrically connected to the three-channel valve 300 to enable the controller 400 to control the conduction or cutoff of the channel in the three-channel valve 300, and to control the waste heat recovery circuit 200 to switch between multiple heat exchange circuits 210 using the three-channel valve 300, so as to reduce the difficulty of switching between multiple heat exchange circuits 210, making the switching between multiple heat exchange circuits 210 simple and convenient, and at the same time, it can also avoid the circulating water temperature in the waste heat recovery circuit 200 from decreasing to drag down the heating rate of the engine 3000, that is, to ensure the rapid heating of the engine 3000.

[0059] In summary, the present application only requires one three-channel valve 300 to control the circulation of circulating water in the first heat exchange circuit 211, the second heat exchange circuit 212 or the third heat exchange circuit 213, that is, to control the waste heat to switch between adjusting the engine 3000's own temperature, the temperature in the cabin and the coolant temperature. This not only simplifies the control of the circulating water, but also simplifies the structure of the thermal management system 1000, and at the same time enables the engine 3000 to warm up quickly during cold start, thereby ensuring the working performance of the engine 3000.

[0060] Optionally, the controller 400 is a VCU (Vehicle control unit), which is electrically connected to the three-channel valve 300 to control the conduction or cutoff of the channels in the three-channel valve 300, thereby controlling the conduction of the first heat exchange circuit 211, the second heat exchange circuit 212 or the third heat exchange circuit 213.

[0061] In some examples, the waste heat recovery loop 200 is filled with circulating water, which is used to exchange heat with the engine 3000, the cabin, and the coolant, so as to use the waste heat of the engine 3000 to heat the engine 3000 itself, the cabin, and the battery 2000.

[0062] In some examples, the thermal management system 1000 includes a first heat exchanger (not shown in the figure), which is connected in series with the waste heat recovery loop 200 and cooperates with the engine 3000 for heat exchange. At this time, the first heat exchanger is used to absorb the heat of the engine 3000 and exchange heat with the circulating water in the waste heat recovery loop 200 to increase the temperature of the circulating water. When the circulating water flows to the first heat exchanger again, the first heat exchanger is used to transfer the temperature of the circulating water itself to the engine 3000. This cycle is repeated to achieve the purpose of adjusting the temperature of the engine 3000 itself by using the heat generated by the engine 3000 during operation, so as to achieve rapid warm-up of the engine 3000 and improve the performance of the engine 3000.

[0063] In some examples, as shown in Figures 1 and 2, the thermal management system 1000 also includes a second heat exchanger 900, which is used to achieve heat exchange between the waste heat recovery loop 200 and the first coolant circulation loop 100, that is, to achieve heat exchange between circulating water and coolant. At this time, the first heat exchanger is used to absorb the heat of the engine 3000 and exchange heat with the circulating water in the waste heat recovery loop 200 to increase the temperature of the circulating water in the waste heat recovery loop 200.

[0064] In some examples, the thermal management system 1000 includes a third heat exchanger (not shown in the figure), which is connected in series with the first coolant circulation loop 100 and cooperates with the battery 2000 for heat exchange. In this way, when the temperature of the coolant is increased by circulating water, the coolant can enter the third heat exchanger and use the third heat exchanger to transfer the temperature of the coolant itself to the battery 2000. This cycle is repeated to achieve the purpose of adjusting the temperature of the battery 2000.

[0065] Optionally, in combination with Figures 1, 5 and 6, the first coolant circulation loop 100 includes a first pump body 110 and a first temperature sensor 120. The first temperature sensor 120 is used to detect the temperature of the battery 2000 to determine whether to adjust the temperature of the battery 2000. The first pump body 110 is used to drive the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110 and the battery 2000, so as to achieve the purpose of adjusting the temperature of the battery 2000 by using the first coolant circulation loop 100, so that the temperature of the battery 2000 can be maintained within an appropriate range, thereby improving the safety of the battery 2000.

[0066] Optionally, the coolant in the first coolant circulation loop 100 is also cooling water, which can ensure that the temperature of the battery 2000 can be effectively adjusted by utilizing the first coolant circulation loop 100 while also reducing the cost of using the coolant.

[0067] In some examples, as shown in Figures 1, 5 and 6, the first coolant circulation loop 100 also includes a heater 130, which is used to directly heat the coolant temperature in the first coolant circulation loop 100 to increase the temperature of the battery 2000, ensure the capacity of the battery 2000, and increase the cruising range of the vehicle 5000.

[0068] Optionally, the heater 130 is a PTC (Positive Temperature Coefficient) heater, which is used to heat the coolant in the first coolant circulation loop 100 to increase the temperature of the battery 2000 .

[0069] Among them, the PTC heater works for a short time, specifically, it is turned off after continuous heating for 1 minute, so as to protect the PTC heater, extend the service life of the PTC heater and ensure the heating effect of the PTC heater.

[0070] In some embodiments of the present application, as shown in conjunction with FIG1 and FIG2 , multiple heat exchange circuits 210 include a first heat exchange circuit 211, a second heat exchange circuit 212, and a third heat exchange circuit 213. The first heat exchange circuit 211 is used to adjust the temperature within the vehicle cabin, the second heat exchange circuit 212 is used to adjust the temperature within the vehicle cabin and exchange heat with the first coolant circulation circuit 100, and the third heat exchange circuit 213 is used to adjust the temperature of the engine 3000. This allows the multiple heat exchange circuits 210 of the waste heat recovery circuit 200 to respectively adjust the temperature of the engine 3000, the temperature within the vehicle cabin, and the temperature of the vehicle cabin combined with the temperature of the coolant, thereby recovering waste heat from the engine 3000 and avoiding heat waste.

[0071] In summary, it can also be understood that the waste heat recovery circuit 200 of the present application has three working modes, one is to adjust the temperature in the cabin, another is to adjust the temperature in the cabin and the temperature of the battery 2000, and the third is to adjust the temperature of the engine 3000.

[0072] Optionally, in combination with Figures 1 and 2, the thermal management system 1000 also includes a heater core 214, which is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212 and faces the vehicle cabin. In this way, when the circulating water flows through the first heat exchange circuit 211 or the second heat exchange circuit 212 to the heater core 214, heat can be released directly into the vehicle cabin through the heater core 214, thereby achieving the purpose of adjusting the cabin temperature by using the heat generated by the engine 3000 during operation, improving the comfort of the vehicle 5000, and enabling the temperature in the vehicle cabin to be adjusted through both the first heat exchange circuit 211 and the second heat exchange circuit 212.

[0073] In a specific example, when the first heat exchanger is used to absorb the heat of the engine 3000 and exchange heat with the circulating water in the waste heat recovery circuit 200, the temperature of the circulating water in the waste heat recovery circuit 200 can be increased. In this way, when the circulating water flows through the first heat exchange circuit 211 or the second heat exchange circuit 212 to the heater core 214, the heater core 214 directly releases heat into the cabin. This cycle is repeated to achieve the purpose of adjusting the cabin temperature by utilizing the heat generated by the engine 3000 during operation, thereby heating the cabin and improving the comfort of the vehicle 5000.

[0074] Optionally, in combination with Figures 1 and 2, the thermal management system 1000 also includes a first fan 550, which is directly facing the heater core 214. The first fan 550 is used to blow the heat on the heater core 214 into the vehicle cabin, thereby heating the vehicle cabin and improving the heating effect.

[0075] In a specific example, the first fan 550 is a blower to ensure the working performance of the first fan 550 .

[0076] Optionally, as shown in FIG. 2 , the second heat exchanger 900 is connected in series with the second heat exchange loop 212 , so that the temperature of the battery 2000 can be adjusted through the second heat exchange loop 212 .

[0077] In some examples, as shown in FIG2 , part of the pipelines of the first heat exchange loop 211 and the second heat exchange loop 212 are the same structural parts, that is, the first heat exchange loop 211 and the second heat exchange loop 212 share part of the pipelines, so as to further simplify the structure of the thermal management system 1000 and reduce the production cost and assembly difficulty of the thermal management system 1000.

[0078] In a specific example, as shown in Figure 2, the pipeline of the first heat exchange circuit 211 connecting the engine 3000, the heater core 214 and the three-channel valve 300 is shared with the pipeline of the second heat exchange circuit 212 connecting the engine 3000, the heater core 214 and the three-channel valve 300, so as to set part of the pipelines of the first heat exchange circuit 211 and the second heat exchange circuit 212 as the same structural parts, reduce the number of pipeline settings, and thereby simplify the structure of the thermal management system 1000.

[0079] Optionally, as shown in Figure 2, the three-channel valve 300 is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212 at the same time. The three-channel valve 300 is used to control the conduction of the first heat exchange circuit 211, the conduction of the second heat exchange circuit 212, or the blocking of the flow of the first heat exchange circuit 211 and the second heat exchange circuit 212. When the flow of the first heat exchange circuit 211 and the second heat exchange circuit 212 is blocked, the third heat exchange circuit 213 is turned on. That is to say, after the three-channel valve 300 is connected in series with the first heat exchange circuit 211 and the second heat exchange circuit 212 at the same time, the three-channel valve 300 can have three working states, one of which is to control the conduction of the first heat exchange circuit 211, another is to control the conduction of the second heat exchange circuit 212, and still another is to control the first heat exchange circuit 211 and the second heat exchange circuit 212 to cut off the flow. Because the third heat exchange circuit 213 is turned on when the first heat exchange circuit 211 and the second heat exchange circuit 212 are cut off, it can also be understood that another working state of the three-channel valve 300 is to control the conduction of the third heat exchange circuit 213, so as to achieve the purpose of using the three-channel valve 300 to control the waste heat recovery circuit 200 to switch between multiple heat exchange circuits 210.

[0080] It should be noted that since the first heat exchange circuit 211 is used to adjust the temperature in the vehicle cabin, the second heat exchange circuit 212 is used to adjust the temperature in the vehicle cabin and exchange heat with the first coolant circulation circuit 100, and the third heat exchange circuit 213 is used to adjust the temperature of the engine 3000, by controlling the conduction between the first heat exchange circuit 211, the second heat exchange circuit 212 or the third heat exchange circuit 213, it is possible to control the waste heat to switch between adjusting the engine 3000's own temperature, the temperature in the vehicle cabin and the coolant temperature. In this way, while achieving the goal of using the engine 3000 to heat the vehicle cabin and the battery 2000, it is also possible to achieve rapid warm-up of the engine 3000.

[0081] Optionally, as shown in FIG2 , a three-channel valve 300 includes a first channel 310 and a second channel 320. The first channel 310 is connected in series with the first heat exchange circuit 211 to control the conduction of the first heat exchange circuit 211, and the second channel 320 is connected in series with the second heat exchange circuit 212 to control the conduction of the second heat exchange circuit 212. This allows the three-channel valve 300 to control the conduction of the first heat exchange circuit 211 and the second heat exchange circuit 212, and reduces the difficulty of switching between the first heat exchange circuit 211 and the second heat exchange circuit 212.

[0082] In some examples, as shown in Figures 2 and 3, the three-channel valve 300 is provided with an inlet 340 and a first outlet 350 that are simultaneously connected to the first heat exchange circuit 211. The inlet 340 and the first outlet 350 are respectively formed at both ends of the first channel 310 and are connected to the first channel 310. In this way, when the inlet 340 and the first outlet 350 are opened at the same time, the three-channel valve 300 can be used to control the conduction of the first heat exchange circuit 211.

[0083] Optionally, in combination with Figures 2 and 3, the three-channel valve 300 is provided with an inlet 340 and a second outlet 360 that are simultaneously connected to the second heat exchange circuit 212. The inlet 340 and the second outlet 360 are respectively formed at both ends of the second channel 320 and are connected to the second channel 320. In this way, when the inlet 340 and the second outlet 360 are opened at the same time, the three-channel valve 300 can be used to control the conduction of the second heat exchange circuit 212.

[0084] In summary, the inlet 340 connected to the first heat exchange circuit 211 and the inlet 340 connected to the second heat exchange circuit 212 are the same water inlet, so as to simplify the structure of the three-channel valve 300 and reduce the difficulty of assembling the three-channel valve 300. At the same time, the pipeline connecting the first heat exchange circuit 211 to the warm air core 214 and the three-channel valve 300 and the pipeline connecting the second heat exchange circuit 212 to the warm air core 214 and the three-channel valve 300 can be shared.

[0085] Optionally, as shown in FIG2 , the three-channel valve 300 further includes a third channel 330, the outlet of which is located within the three-channel valve 300 to control the flow of the first heat exchange circuit 211 and the second heat exchange circuit 212. This allows the three-channel valve 300 to control the flow of the third heat exchange circuit 213 and reduces the difficulty of switching between the first heat exchange circuit 211, the second heat exchange circuit 212, and the third heat exchange circuit 213.

[0086] In a specific example, the controller 400 may be used to control the blocking of the first outlet 350 and / or the second outlet 360 to control the waste heat recovery circuit 200 to switch between the first heat exchange circuit 211 , the second heat exchange circuit 212 and the third heat exchange circuit 213 .

[0087] Specifically, in combination with Figures 2 and 3, when the controller 400 controls to block the first outlet 350 and the second outlet 360 at the same time, the circulating water entering the three-channel valve 300 cannot flow out, that is, the first heat exchange loop 211 and the second heat exchange loop 212 are cut off from flowing. At this time, the controller 400 is used to control the circulating water to flow in the third heat exchange loop 213, so as to achieve the purpose of adjusting the temperature of the engine 3000 itself by utilizing the heat generated by the engine 3000 during operation, so that the engine 3000 can heat up quickly; when the controller 400 controls to block the first outlet 350, the circulating water entering the three-channel valve 300 can be discharged through the second outlet 360, that is, connected to the second heat exchange loop 212 through the second channel 320. At this time, the controller 400 is used to control the circulating water to flow in the third heat exchange loop 213. 00 controls the circulating water to flow in the second heat exchange loop 212, so as to achieve the purpose of adjusting the temperature in the vehicle cabin and adjusting the temperature of the battery 2000 by utilizing the heat generated by the engine 3000 when working; when the controller 400 controls the blocking of the second outlet 360, the circulating water entering the three-channel valve 300 can be discharged through the first outlet 350, that is, it is connected to the first heat exchange loop 211 through the first channel 310. At this time, the controller 400 is used to control the circulating water to flow in the first heat exchange loop 211, so as to achieve the purpose of adjusting the temperature in the vehicle cabin by utilizing the heat generated by the engine 3000 when working. In this way, while improving the working performance of the engine 3000 and the battery 2000, it can also ensure the comfort of the vehicle 5000 and achieve the purpose of reducing costs and reducing consumption.

[0088] In a specific example, as shown in FIG3 , the three-channel valve 300 includes a housing 370 and a valve core 380 , the valve core 380 is rotatably disposed in the housing 370 , the inlet 340 , the first outlet 350 , and the second outlet 360 are formed on the housing 370 , the first channel 310 , the second channel 320 , and the third channel 330 are all formed in the valve core 380 , and the valve core 380 is provided with a first liquid inlet 381 , a second liquid inlet 382 , a third liquid inlet 383 , a first liquid outlet 384 , and a second liquid outlet 385 , the first liquid inlet 386 , and the second liquid outlet 387 . 1 and the first liquid outlet 384 cooperate to form the liquid inlet and liquid outlet of the first channel 310, and the arrangement positions of the first liquid inlet 381 and the first liquid outlet 384 meet the requirements that when the valve core 380 rotates so that the first liquid inlet 381 is directly opposite to and connected with the inlet 340, the first liquid outlet 384 can be directly opposite to and connected with the first outlet 350, so that the inlet 340 and the first outlet 350 can be formed at both ends of the first channel 310 and connected with the first channel 310, that is, the conduction of the first heat exchange circuit 211 is controlled by using the three-channel valve 300.

[0089] Correspondingly, the second liquid inlet 382 and the second liquid outlet 385 cooperate to form the liquid inlet and liquid outlet of the second channel 320, and the setting positions of the second liquid inlet 382 and the second liquid outlet 385 meet the requirements that when the valve core 380 is rotated so that the second liquid inlet 382 is opposite to and connected to the inlet 340, the second liquid outlet 385 can be opposite to and connected to the second outlet 360, so that the inlet 340 and the second outlet 360 can be formed at both ends of the second channel 320 and connected to the second channel 320, that is, the three-channel valve 300 is used to control the conduction of the second heat exchange circuit 212.

[0090] Optionally, the third liquid inlet 383 is formed as the liquid inlet of the third channel 330, and the third channel 330 has no liquid outlet. It can also be understood that the liquid outlet of the third channel 330 is located in the valve core 380, and the setting position of the third liquid inlet 383 satisfies that when the valve core 380 is rotated so that the third liquid inlet 383 is facing and connected to the inlet 340, the shell of the valve core 380 is facing the first outlet 350 and the second outlet 360 to block the first outlet 350 and the second outlet 360, thereby controlling the first heat exchange circuit 211 and the second heat exchange circuit 212 to cut off the flow.

[0091] Optionally, the controller 400 is used to control the rotation of the valve core 380 to control the waste heat recovery circuit 200 to switch between the first heat exchange circuit 211, the second heat exchange circuit 212, and the third heat exchange circuit 213. The arrow shown in FIG3 is the rotation direction of the valve core 380.

[0092] Optionally, in combination with Figures 1 and 2, the thermal management system 1000 includes a drive pump 220, a second temperature sensor 230 and a thermostat 240, the drive pump 220 is used to drive the circulating water to circulate in the waste heat recovery circuit 200, the second temperature sensor 230 is used to detect the temperature of the engine 3000, and the thermostat 240 is used to control the flow direction of the circulating water.

[0093] In a specific example, when the engine 3000 is started at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 is low, the controller 400 is used to control the three-channel valve 300 to simultaneously block the first outlet 350 and the second outlet 360, and control the thermostat 240 to connect to the third heat exchange circuit 213. At this time, the drive pump 220 can drive the circulating water to circulate between the engine 3000, the thermostat 240 and the drive pump 220, so as to achieve the purpose of using the heat generated by the engine 3000 during operation to adjust the temperature of the engine 3000 itself, thereby achieving rapid warm-up of the engine 3000 and improving the performance of the engine 3000.

[0094] Optionally, when the vehicle 5000 is running at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 35°C ~ 40°C, the controller 400 is used to control the three-channel valve 300 to block the second outlet 360, so as to realize the use of the three-channel valve 300 to make the first heat exchange circuit 211 conductive, and control the thermostat 240 and the third heat exchange circuit 213 to be disconnected. At this time, the driving pump 220 can drive the circulating water to circulate between the engine 3000, the heater core 214, the first channel 310 of the three-channel valve 300 and the driving pump 220, so as to achieve the purpose of adjusting the cabin temperature by using the heat generated by the engine 3000 during operation, so as to heat the cabin and improve the comfort of the vehicle 5000.

[0095] Optionally, when the vehicle 5000 is running at a low temperature and the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 80°C, the controller 400 is used to control the three-channel valve 300 to block the first outlet 350, so as to realize the use of the three-channel valve 300 to make the second heat exchange circuit 212 conductive, and control the thermostat 240 and the third heat exchange circuit 213 to be disconnected. At this time, the driving pump 220 can drive the circulating water to circulate between the engine 3000, the heater core 214, the second channel 320 of the three-channel valve 300, the second heat exchanger 900 and the driving pump 220, so as to achieve the purpose of adjusting the cabin temperature and the battery 2000 temperature by using the heat generated by the engine 3000 during operation, so as to achieve heating of the cabin and heating of the battery 2000, thereby improving the comfort of the vehicle 5000 and ensuring the safety of the battery 2000.

[0096] Optionally, when vehicle 5000 is operating at a low temperature and first temperature sensor 120 detects that the temperature of battery 2000 exceeds 28°C, controller 400 controls three-way valve 300 to block second outlet 360, thereby enabling first heat exchange loop 211 to be opened. Drive pump 220 then drives circulating water to circulate between engine 3000, heater core 214, first channel 310 of three-way valve 300, and drive pump 220, thereby utilizing heat generated by engine 3000 to adjust the cabin temperature, thereby heating the cabin and improving the comfort of vehicle 5000. Simultaneously, first pump 110 drives coolant in first coolant circulation loop 100 to circulate between first pump 110 and battery 2000, thereby maintaining the temperature of battery 2000.

[0097] In some embodiments of the present application, as shown in conjunction with Figures 1 and 2 , a drive pump 220 is provided at the connection point of multiple heat exchange circuits 210. The drive pump 220 is used to drive the circulating water in the waste heat recovery circuit 200 to flow between the multiple heat exchange circuits 210. While ensuring the normal flow of the circulating water in the waste heat recovery circuit 200, the number of drive pumps 220 provided can be reduced, thereby further simplifying the structure of the thermal management system 1000, reducing the manufacturing cost of the thermal management system 1000, and reducing the control difficulty of the thermal management system 1000, thereby facilitating the use of waste heat from the engine 3000 to heat the engine 3000 itself, the vehicle cabin, and the battery 2000.

[0098] In some examples, as shown in Figures 1, 2 and 3, the thermal management system 1000 also includes a radiator 821, which is connected to the thermostat 240 and the drive pump 220. When the second temperature sensor 230 detects that the temperature of the engine 3000 rises to 80°C, the thermostat 240 is controlled to connect to the radiator 821. At this time, the drive pump 220 can drive the circulating water to circulate between the engine 3000, the thermostat 240, the radiator 821 and the drive pump 220 to reduce the temperature of the circulating water. In this way, when the circulating water flows to the engine 3000 again, it can achieve the purpose of dissipating heat to the engine 3000, thereby improving the safety of the engine 3000.

[0099] In a specific example, when the circulating water flows to the radiator 821 , the radiator 821 directly releases heat to the environment to reduce the temperature of the circulating water.

[0100] Optionally, in combination with Figures 1, 2 and 4, the thermal management system 1000 also includes a second fan 822, which is directly opposite the radiator 821. The second fan 822 is used to blow the heat on the radiator 821 to the environment to achieve the purpose of cooling the circulating water.

[0101] In a specific example, the second fan 822 is an electronic fan, which can reduce the use cost of the second fan 822 while ensuring the working performance of the second fan 822.

[0102] Optionally, as shown in Figures 1 and 4, the second fan 822 is facing the engine 3000. In this way, when the vehicle 5000 stops suddenly due to a malfunction or the vehicle 5000 stops suddenly in a high temperature environment, the controller 400 can be used to start the second fan 822, so that the second fan 822 can be used to inhale air and blow it to the engine 3000, thereby achieving the purpose of cooling the engine 3000 and extending the service life and safety of the engine 3000.

[0103] In summary, it can be understood that the present application, by adopting a three-channel valve 300 and a corresponding control mode, can ensure the rapid heating of the engine 3000 and implement a heating function for the cabin and the battery 2000. It is particularly suitable for low temperature and cold environment, and solves the impact of low temperature and harsh conditions on the working efficiency of the power source. Compared with the electric heating method used in the prior art, the present application has a significant energy-saving effect.

[0104] In some embodiments of the present application, in combination with Figures 1, 2 and 4, the thermal management system 1000 also includes a first expansion tank 830, and a first degassing branch 810 is formed between the first expansion tank 830 and the engine 3000. The first expansion tank 830 is connected to the drive pump 220. In this way, during the operation of the engine 3000, the gas in the circulating water can be brought into the first expansion tank 830 through the first degassing branch 810, and the circulating water is replenished to the drive pump 220 through the first expansion tank 830, so as to achieve the purpose of degassing and rehydration to ensure the performance of the circulating water.

[0105] It should be noted that the first degassing branch 810 is always in a conducting state.

[0106] Optionally, in combination with Figures 1, 2 and 4, a second degassing branch 820 is formed between the first expansion tank 830 and the radiator 821. In this way, when the engine 3000 uses the radiator 821 to dissipate heat, the gas in the circulating water entering the radiator 821 can be brought into the first expansion tank 830 through the second degassing branch 820, and the circulating water is replenished to the radiator 821 through the first expansion tank 830, thereby achieving the purpose of degassing and replenishing water to ensure the performance of the circulating water.

[0107] Optionally, a first pressure valve (not shown in the figure) is provided on the first expansion tank 830. When the gas pressure in the first expansion tank 830 exceeds 1.2 bar to 1.4 bar, the first pressure valve opens to discharge the gas into the atmosphere, thereby ensuring the working performance and safety of the first expansion tank 830.

[0108] Optionally, a first air intake valve (not shown in the figure) is also provided on the first expansion tank 830. When the engine 3000 is shut down, the circulating water temperature decreases and the gas pressure in the first expansion tank 830 decreases, the first air intake valve opens to allow external gas to enter the first expansion tank 830, so that the pressure inside and outside the first expansion tank 830 is balanced.

[0109] That is to say, the present application can continuously perform degassing and water replenishment work when the engine 3000 is working, and is used for the working characteristics of the engine 3000 such as high water temperature, large water temperature changes, and the need for protection when overheating.

[0110] In some embodiments, as shown in FIG1 and FIG5 , the thermal management system 1000 further includes a refrigerant circulation circuit 500 , which is used to increase and decrease the temperature within the vehicle cabin. This allows the temperature within the vehicle cabin to be adjusted, maintaining it within a suitable temperature range and improving the comfort of the vehicle 5000 .

[0111] It is worth noting that the refrigerant circulation circuit 500 of the present application can not only increase the temperature in the vehicle cabin to achieve the purpose of heating the vehicle cabin, but also reduce the temperature in the vehicle cabin to achieve the purpose of cooling the vehicle cabin. In this way, while improving the comfort of the vehicle 5000, it can also avoid setting up multiple refrigerant circuits, so as to further simplify the structure of the thermal management system 1000.

[0112] Optionally, as shown in FIG1 and FIG5 , the refrigerant circulation circuit 500 is heat-exchanged with the first coolant circulation circuit 100 , so that the temperature of the coolant in the first coolant circulation circuit 100 can be adjusted by the refrigerant circulation circuit 500 , that is, the temperature of the battery 2000 can be adjusted to ensure the operating performance of the battery 2000 .

[0113] It should be noted that since the refrigerant circulation circuit 500 can be used to increase and decrease the temperature in the vehicle cabin, when the refrigerant circulation circuit 500 exchanges heat with the first coolant circulation circuit 100, the refrigerant circulation circuit 500 can not only cool the battery 2000, but also heat the battery 2000 in reverse, thereby increasing the heating rate of the battery 2000 in cold environments and achieving fast and high efficiency.

[0114] In summary, the thermal management system 1000 of the present application can not only recycle the waste heat of the engine 3000 to heat the engine 3000, the vehicle cabin and the battery 2000, but also use the refrigerant circulation loop 500 to cool down or heat up the vehicle cabin and the battery 2000, making the thermal management system 1000 more functional and improving the user experience.

[0115] In some examples, as shown in Figure 5, the refrigerant circulation circuit 500 is provided with a parallel branch, and a second heat exchanger 900 is provided on the parallel branch, so that the second heat exchanger 900 is provided in both the refrigerant circulation circuit 500 and the first coolant circulation circuit 100. In this way, the refrigerant in the refrigerant circulation circuit 500 and the coolant in the first coolant circulation circuit 100 can be heat exchanged through the second heat exchanger 900, so as to achieve the purpose of adjusting the temperature of the battery 2000 by using the refrigerant circulation circuit 500, thereby improving the power output utilization rate of the battery 2000.

[0116] In summary, it can be seen that the second heat exchanger 900 of the present application can not only realize the heat exchange between the refrigerant in the refrigerant circulation circuit 500 and the coolant in the first coolant circulation circuit 100, but also realize the heat exchange between the circulating water in the waste heat recovery circuit 200 and the coolant in the first coolant circulation circuit 100, so that not only the waste heat of the engine 3000 can be used to regulate the temperature of the battery 2000, but also the refrigerant circulation circuit 500 can be used to regulate the temperature of the battery 2000.

[0117] In addition, the above arrangement can also reduce the number of heat exchangers, thereby further simplifying the structure of the thermal management system 1000 and reducing the cost of the thermal management system 1000 .

[0118] Optionally, as shown in FIG1 and FIG5 , thermal management system 1000 further includes a control valve assembly 600 . Refrigerant circulation circuit 500 has a first mode and a second mode. In the first mode, refrigerant circulation circuit 500 is used to increase the temperature within the vehicle cabin; in the second mode, refrigerant circulation circuit 500 is used to decrease the temperature within the vehicle cabin. Control valve assembly 600 is used to control refrigerant circulation circuit 500 to switch between the first and second modes. This allows refrigerant circulation circuit 500 to increase and decrease the temperature within the vehicle cabin, thereby enriching the functionality of refrigerant circulation circuit 500 and improving the comfort of vehicle 5000.

[0119] That is to say, the present application can enable an air-conditioning system to achieve both summer cooling and winter heating functions by setting up a structural component (control valve assembly 600). While enriching the functions of the thermal management system 1000, it can also simplify the structure of the thermal management system 1000.

[0120] Optionally, in combination with Figures 1 and 5, the refrigerant circulation circuit 500 includes a first refrigerant circulation circuit 510, a second refrigerant circulation circuit 520 and a compressor 590, and the control valve assembly 600 includes a three-way valve 610, a first switch valve 620 and a second switch valve 630. The three-way valve 610 has a first state and a second state. In the first state, the exhaust port of the compressor 590 is connected to the first refrigerant circulation circuit 510, the first switch valve 620 is closed, and the second switch valve 630 is disconnected, so that the compressor 590 is connected in series with the first refrigerant circulation circuit 510, and the refrigerant circulation circuit 500 is switched to the first mode. What this means is that when the three-way valve 610 is switched to the first state, the exhaust port of the compressor 590 is switched to connect with the first refrigerant circulation circuit 510, the first switch valve 620 is switched to the closed position, and the second switch valve 630 is switched to the open position. At this time, the three-way valve 610, the first switch valve 620 and the second switch valve 630 are used to control the compressor 590 and the first refrigerant circulation circuit 510 in series, so that the refrigerant circulates between the compressor 590 and the first refrigerant circulation circuit 510. At this time, the refrigerant circulation circuit 500 is switched to the first mode, that is, the refrigerant circulation circuit 500 is used to increase the temperature in the vehicle cabin, so that the refrigerant circulation circuit 500 has the function of heating in winter.

[0121] Optionally, in the second state, the exhaust port of compressor 590 is connected to the second refrigerant circulation circuit 520, the first on-off valve 620 is opened, and the second on-off valve 630 is closed, so that the compressor 590 is connected in series with the second refrigerant circulation circuit 520, and the refrigerant circulation circuit 500 switches to the second mode. Here, when the three-way valve 610 switches to the second state, the exhaust port of compressor 590 switches to the second refrigerant circulation circuit 520, the first on-off valve 620 switches to the open position, and the second on-off valve 630 switches to the closed position. At this time, the three-way valve 610, the first on-off valve 620, and the second on-off valve 630 cooperate to control the series connection between the compressor 590 and the second refrigerant circulation circuit 520, so that the refrigerant circulates between the compressor 590 and the second refrigerant circulation circuit 520. At this time, the refrigerant circulation circuit 500 switches to the second mode, that is, the refrigerant circulation circuit 500 is used to reduce the temperature in the vehicle cabin, so that the refrigerant circulation circuit 500 has a summer cooling function, thereby achieving the purpose of using a single air conditioning system to achieve both summer cooling and winter heating functions.

[0122] In summary, the first refrigerant circulation loop 510 of the present application is used to increase the temperature in the vehicle cabin when it is connected to the compressor 590 , and the second refrigerant circulation loop 520 is used to reduce the temperature in the vehicle cabin when it is connected to the compressor 590 .

[0123] In a specific example, as shown in FIG5 , the three-way valve 610 is connected between the exhaust port of the compressor 590 and the liquid inlet end of the first refrigerant circulation loop 510 and the liquid inlet end of the second refrigerant circulation loop 520, the first on-off valve 620 is connected between the air inlet of the compressor 590 and the liquid outlet end of the first refrigerant circulation loop 510, and the second on-off valve 630 is connected between the air inlet of the compressor 590 and the liquid outlet end of the second refrigerant circulation loop 520. When the three-way valve 610 is switched to the first state, the three-way valve 610 is used to control the exhaust port of the compressor 590 to be connected to the liquid inlet end of the first refrigerant circulation loop 510 and to use the first on-off valve 620 to control the air inlet of the compressor 590 to be connected to the first refrigerant circulation loop 510. 10, at this time, the refrigerant circulates between the compressor 590 and the first refrigerant circulation circuit 510, and the refrigerant circulation circuit 500 switches to the first mode to achieve heating of the vehicle cabin and the battery 2000; when the three-way valve 610 switches to the second state, the three-way valve 610 is used to control the exhaust port of the compressor 590 to be connected to the liquid inlet end of the second refrigerant circulation circuit 520 and use the second switch valve 630 to control the air inlet of the compressor 590 to be connected to the liquid outlet end of the second refrigerant circulation circuit 520, at this time, the refrigerant circulates between the compressor 590 and the second refrigerant circulation circuit 520, and the refrigerant circulation circuit 500 switches to the second mode to achieve cooling of the vehicle cabin and the battery 2000.

[0124] Optionally, as shown in FIG5 , the first on-off valve 620 and the second on-off valve 630 are linked so that when one is closed, the other is opened. That is, when the first on-off valve 620 is closed, the second on-off valve 630 is automatically opened; and when the second on-off valve 630 is closed, the first on-off valve 620 is automatically opened, so that only one path between the first refrigerant circulation loop 510 and the second refrigerant circulation loop 520 is connected. This ensures that a single air conditioning system can achieve both summer cooling and winter heating functions while also reducing the difficulty of controlling the first on-off valve 620 and the second on-off valve 630.

[0125] Optionally, the first switch valve 620 and the second switch valve 630 are two disc-shaped interlocking valve plates arranged in the pipeline, so that when one of the first switch valve 620 and the second switch valve 630 is closed, the other can be automatically disconnected.

[0126] Optionally, as shown in FIG5 , the refrigerant circulation circuit 500 includes an off-cabin heat exchanger 530, an in-cabin heat exchanger 540, a first electronic expansion valve 581, and a second electronic expansion valve 582. The in-cabin heat exchanger 540 faces the vehicle cabin. When the three-way valve 610 controls the exhaust port of the compressor 590 to be connected to the first refrigerant circulation circuit 510 and the first switch valve 620 controls the air inlet of the compressor 590 to be connected to the first refrigerant circulation circuit 510, the refrigerant in the refrigerant circulation circuit 500 is compressed into a high-temperature and high-pressure refrigerant by the compressor 590. The high-temperature and high-pressure refrigerant flows from the exhaust port of the compressor 590 into the three-way valve 610 and is discharged through the three-way valve 610. The discharged high-temperature and high-pressure refrigerant The refrigerant enters the cabin heat exchanger 540 directly to release heat directly into the cabin to heat the cabin, and enters the second heat exchanger 900 to exchange heat with the coolant in the first coolant circulation loop 100 to heat the battery 2000. Among them, the refrigerant after passing through the cabin heat exchanger 540 enters the first electronic expansion valve 581 for throttling and then enters the cabin heat exchanger 530. The refrigerant after passing through the second heat exchanger 900 enters the second electronic expansion valve 582 for throttling and also enters the cabin heat exchanger 530, and then enters the first switch valve 620 through the cabin heat exchanger 530 to realize the delivery of the refrigerant to the compressor 590, completing the heating cycle of the cabin and the battery 2000.

[0127] Correspondingly, when the three-way valve 610 controls the exhaust port of the compressor 590 to be connected to the second refrigerant circulation loop 520 and the second on-off valve 630 controls the air inlet of the compressor 590 to be connected to the second refrigerant circulation loop 520, the refrigerant in the refrigerant circulation loop 500 is compressed into a high-temperature and high-pressure refrigerant by the compressor 590, and the high-temperature and high-pressure refrigerant flows from the exhaust port of the compressor 590 into the three-way valve 610 and is discharged to the off-board heat exchanger 530 through the three-way valve 610. The refrigerant releases heat to the environment through the off-board heat exchanger 530 and then enters the The first electronic expansion valve 581 is throttled and directly enters the cabin heat exchanger 540 after throttling. The cabin heat exchanger 540 releases heat into the cabin, thereby achieving the purpose of cooling the cabin; the other path enters the second heat exchanger 900 after throttling through the second electronic expansion valve 582 and exchanges heat with the coolant in the first coolant circulation loop 100, thereby achieving the purpose of cooling the battery 2000. In addition, the refrigerant after heat exchange returns to the compressor 590 through the second switch valve 630, completing the cycle, thereby achieving the purpose of using the refrigerant to cool the cabin and the battery 2000.

[0128] In summary, the compressor 590 of the present application can switch the circulation flow direction of the refrigerant after the compressor 590 is output without changing the inlet and outlet connections, realizing forward and reverse flow to realize both cooling and heating cycles.

[0129] Optionally, as shown in FIG5 , the first refrigerant circulation loop 510 and the second refrigerant circulation loop 520 share an off-cabin heat exchanger 530, an in-cabin heat exchanger 540, and a first electronic expansion valve 581 and a second electronic expansion valve 582. Alternatively, the first refrigerant circulation loop 510 and the second refrigerant circulation loop 520 may each include the off-cabin heat exchanger 530, the in-cabin heat exchanger 540, and the first electronic expansion valve 581 and the second electronic expansion valve 582. This allows the first refrigerant circulation loop 510 and the second refrigerant circulation loop 520 to adjust the vehicle cabin temperature while simplifying the structure of the thermal management system 1000 and reducing the production cost and assembly difficulty of the thermal management system 1000.

[0130] Optionally, as shown in FIG1 and FIG5 , the first fan 550 is facing the cabin heat exchanger 540 , and the first fan 550 is used to blow the heat on the cabin heat exchanger 540 into the vehicle cabin, thereby heating the vehicle cabin and improving the heating effect.

[0131] Optionally, as shown in FIG. 1 and FIG. 4 , the second fan 822 is facing the off-board heat exchanger 530 , and the second fan 822 is used to blow the heat on the off-board heat exchanger 530 to the environment, thereby cooling the refrigerant.

[0132] In summary, the second fan 822 of the present application can not only accelerate the cooling of the circulating water, but also accelerate the cooling of the refrigerant, and at the same time can also cool the engine 3000, so that one structural component has multiple functions, further simplifying the structure of the thermal management system 1000.

[0133] It should be noted that the present application is provided with two separate electronic expansion valves (a first electronic expansion valve 581 and a second electronic expansion valve 582). In this way, when adjusting the temperature of the cabin and the battery 2000 at the same time, the opening of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be controlled according to the detection results of the third temperature sensor 571 and the fourth temperature sensor 572 to adjust the discharge flow of the refrigerant, thereby realizing real-time regulation of the cooling / heating capacity, balancing the cabin temperature control requirements and power consumption losses, ensuring that the battery 2000 works under suitable temperature conditions for a long time, and reducing the impact of the ambient temperature on the working ability of the battery 2000. This not only ensures the efficient discharge output of the battery 2000, but also ensures the working life of the battery 2000.

[0134] In addition, since the working efficiency of the battery 2000 will be affected under high temperature conditions, when the fourth temperature sensor 572 detects that the temperature of the battery 2000 is too high, the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be adjusted through the controller 400 to give priority to the cooling needs of the battery 2000 and ensure normal power output. At the same time, the temperature of each part of the battery 2000 is balanced to prevent hot spots in the battery 2000 and avoid thermal runaway.

[0135] Among them, Figure 7 shows the corresponding relationship between the opening and flow of the first electronic expansion valve 581 and the second electronic expansion valve 582. As shown in Figure 7, the horizontal axis is the opening percentage of the first electronic expansion valve 581 and the second electronic expansion valve 582, and the vertical axis is the flow of the first electronic expansion valve 581 and the second electronic expansion valve 582. That is to say, the larger the opening of the first electronic expansion valve 581 and the second electronic expansion valve 582, the greater the flow of the refrigerant.

[0136] In some examples, as shown in FIG5 , the refrigerant circulation circuit 500 further includes a pressure sensor 560 , which is disposed at the exhaust port of the compressor 590 to detect the outlet pressure of the compressor 590 , to determine whether switching between heating and cooling can be performed, and to improve the working performance of the thermal management system 1000 .

[0137] In some embodiments, as shown in FIG6 , the refrigerant circulation circuit 500 includes a compressor 590, and the control valve assembly 600 is a four-way valve 640. The four-way valve 640 is respectively connected to the air inlet of the compressor 590, the exhaust port of the compressor 590, the first end of the refrigerant circulation circuit 500, and the second end of the refrigerant circulation circuit 500. In other words, the control valve assembly 600 is not limited to being configured to include the aforementioned three-way valve 610, the first on-off valve 620, and the second on-off valve 630. As shown in FIG6 , the control valve assembly 600 may also be formed as a four-way valve 640.

[0138] Optionally, four-way valve 640 has a third state and a fourth state. In the third state, the exhaust port is connected to the first end of refrigerant circulation circuit 500, and the second end of refrigerant circulation circuit 500 is connected to the air inlet, switching refrigerant circulation circuit 500 to the first mode. That is, when four-way valve 640 is switched to the third state, refrigerant discharged from compressor 590 enters refrigerant circulation circuit 500 through the first end of refrigerant circulation circuit 500, and refrigerant in refrigerant circulation circuit 500 can also enter compressor 590 through the second end of refrigerant circulation circuit 500, allowing refrigerant in refrigerant circulation circuit 500 to flow from the first end to the second end. This facilitates utilizing refrigerant circulation circuit 500 to raise the temperature in the vehicle cabin, enabling refrigerant circulation circuit 500 to function as a winter heating system.

[0139] Alternatively, in the fourth state, the exhaust port is connected to the second end of refrigerant circulation circuit 500, and the first end of refrigerant circulation circuit 500 is connected to the air inlet, switching refrigerant circulation circuit 500 to the second mode. With this arrangement, the refrigerant in refrigerant circulation circuit 500 flows from the second end to the first end, facilitating the use of refrigerant circulation circuit 500 to lower the temperature in the vehicle cabin, enabling refrigerant circulation circuit 500 to provide summer cooling.

[0140] That is, the four-way valve 640 is mainly used to control the flow direction of the refrigerant in the refrigerant circulation circuit 500 and the operation mode of the refrigerant circulation circuit 500, so as to achieve the purpose of using one air-conditioning system to realize both cooling in summer and heating in winter.

[0141] Optionally, as shown in FIG6 , the four-way valve 640 has four ports a, b, c, and d. When the four-way valve 640 is switched to the third state, the ports ab and dc of the four-way valve 640 are connected. At this time, the refrigerant in the compressor 590 can flow through the ports ab of the four-way valve 640 to the first end of the refrigerant circulation loop 500, and then circulate along the refrigerant circulation loop 500. One path directly enters the cabin heat exchanger 540 to directly release heat into the vehicle cabin, thereby achieving the purpose of heating the vehicle cabin. The other path enters the second heat exchanger 900 and the first refrigerant circulation loop 500. The coolant in the cooling liquid circulation loop 100 exchanges heat to achieve the purpose of heating the battery 2000. After passing through the cabin heat exchanger 540, the refrigerant enters the first electronic expansion valve 581 for throttling and then enters the cabin heat exchanger 530. After passing through the second heat exchanger 900, the refrigerant enters the second electronic expansion valve 582 for throttling and then enters the cabin heat exchanger 530. It is then discharged through the cabin heat exchanger 530. The discharged refrigerant directly enters the compressor 590 through the DC flow channel of the four-way valve 640, completing the heating cycle of the cabin and the battery 2000.

[0142] Correspondingly, when the four-way valve 640 is switched to the fourth state, the ad port of the four-way valve 640 is connected and the bc port is connected. At this time, the refrigerant in the compressor 590 can flow to the second end of the refrigerant circulation loop 500 through the ad port of the four-way valve 640, and then circulate along the refrigerant circulation loop 500 and enter the off-cabin heat exchanger 530. After releasing heat to the environment through the off-cabin heat exchanger 530, the refrigerant enters the first electronic expansion valve 581 for throttling. After throttling, it directly enters the cabin heat exchanger 540. The cabin heat exchanger 540 releases heat to the vehicle cabin, thereby achieving the purpose of cooling the vehicle cabin; the other path is throttled by the second electronic expansion valve 582 and enters the second heat exchanger 900 to exchange heat with the coolant in the first coolant circulation loop 100, thereby achieving the purpose of cooling the battery 2000. In addition, the refrigerant after heat exchange returns to the compressor 590 through the bc flow channel of the four-way valve 640, completing the cycle, thereby achieving the purpose of using the refrigerant to cool the battery 2000.

[0143] It should be noted that by providing the above-mentioned four-way valve 640, while realizing the dual functions of summer cooling and winter heating by utilizing one air-conditioning system, the structure of the thermal management system 1000 can be further simplified.

[0144] In summary, the present application adopts the control valve assembly 600, so that the refrigerant circulation circuit 500 can achieve forward and reverse flow states while the structures of the compressor 590, the off-cabin heat exchanger 530 and the on-cabin heat exchanger 540 remain unchanged, so that the air-conditioning structure can meet both cooling and heating functions.

[0145] In some embodiments of the present application, as shown in conjunction with FIG1 and FIG8 , the thermal management system 1000 further includes a second coolant circulation loop 700 , which is used to adjust the temperature of the electronic components 4000 of the vehicle 5000 . Here, the vehicle 5000 includes the electronic components 4000 , and by providing the second coolant circulation loop 700 to adjust the temperature of the electronic components 4000 , the temperature of the electronic components 4000 can be maintained within an appropriate range, thereby improving the safety of the electronic components 4000 , ensuring the operating performance of the electronic components 4000 , and extending the service life of the electronic components 4000 .

[0146] In other words, the thermal management system 1000 of the present application can not only recycle the waste heat of the engine 3000 to heat the engine 3000, the vehicle cabin and the battery 2000, but also use the refrigerant circulation loop 500 to cool down or heat up the vehicle cabin and the battery 2000. At the same time, the second coolant circulation loop 700 can also be used to adjust the temperature of the electronic components 4000, making the thermal management system 1000 more functional and improving the user experience.

[0147] In some examples, as shown in FIG8 , the second coolant circulation loop 700 includes a thermal insulation branch 710 and a cooling branch 720 . The thermal insulation branch 710 is used to insulate the electronic components 4000 when the temperature of the electronic components 4000 is appropriate, and the cooling branch 720 is used to cool the electronic components 4000 when the temperature of the electronic components 4000 is high, so as to ensure the working performance of the electronic components 4000 and extend the service life of the electronic components 4000.

[0148] In some examples, the second coolant circulation loop 700 includes a switching valve 730, a second water pump 740 and a fifth temperature sensor 750. The switching valve 730 is used to control the second coolant circulation loop 700 to switch between the insulation branch 710 and the cooling branch 720. The second water pump 740 is used to drive the flow of coolant in the second coolant circulation loop 700. The fifth temperature sensor 750 is used to detect the temperature of the electronic components 4000.

[0149] In a specific example, when the fifth temperature sensor 750 detects that the temperature of the electronic component 4000 is appropriate, the switching valve 730 controls the coolant in the second coolant circulation loop 700 to flow between the second water pump 740, the electronic component 4000 and the insulation branch 710, so as to achieve the use of coolant to insulate the electronic component 4000; when the fifth temperature sensor 750 detects that the temperature of the electronic component 4000 is high, the switching valve 730 controls the coolant in the second coolant circulation loop 700 to flow between the second water pump 740, the electronic component 4000 and the cooling branch 720, so as to achieve the use of coolant to cool the electronic component 4000, so that the temperature of the electronic component 4000 can be maintained within an appropriate range.

[0150] Optionally, the coolant in the second coolant circulation loop 700 can be cooling water or cooling oil. In this way, when the electronic component 4000 is formed into a motor, the motor can be flexibly switched between oil-cooled motor and water-cooled motor solutions, which is suitable for different commercial vehicles and their variants and has a wider range of applications.

[0151] Optionally, the switching valve 730 may be a three-way control valve, which can control the second coolant circulation loop 700 to switch between the insulation branch 710 and the cooling branch 720 .

[0152] Optionally, as shown in FIG8 , a cooler 721 is provided on the cooling branch 720 , and the cooler 721 is used to cool the coolant flowing through it, thereby achieving the purpose of cooling the electronic component 4000 by utilizing the cooling branch 720 .

[0153] In some examples, as shown in FIG8 , the second coolant circulation loop 700 further includes a third fan 722 , which faces the cooler 721 . The third fan 722 is used to blow heat from the cooler 721 to the environment, thereby cooling the coolant and increasing the cooling rate.

[0154] In a specific example, the third fan 722 is an electronic fan, which can reduce the use cost of the third fan 722 while ensuring the working performance of the third fan 722.

[0155] It is worth noting that, in combination with Figures 1, 8 and 9, the second coolant circulation loop 700 of the present application is an independent cooling cycle, and the cooler 721 of the second coolant circulation loop 700 is arranged on the side of the vehicle 5000 and is spaced apart from the off-cabin heat exchanger 530 and the radiator 821 to enhance the cooling effect of the cooler 721 while not affecting the heat exchange effect of the off-cabin heat exchanger 530 and the radiator 821.

[0156] In some examples, the second coolant circulation loop 700 also includes a second expansion tank 761, and a third degassing branch 760 is formed between the second expansion tank 761 and the cooler 721. When the coolant in the second coolant circulation loop 700 circulates through the cooler 721, the gas in the coolant rises and enters the second expansion tank 761 for storage, thereby achieving the purpose of degassing to ensure the performance of the coolant.

[0157] Optionally, a second pressure valve (not shown in the figure) is provided on the second expansion tank 761. When the gas pressure in the second expansion tank 761 exceeds 1.1 bar, the second pressure valve opens to discharge the gas into the atmosphere, thereby ensuring the working performance and safety of the second expansion tank 761.

[0158] Optionally, the second expansion tank 761 is also provided with two air intake valves (not shown in the figure). When the coolant in the second coolant circulation loop 700 stops flowing, the coolant temperature decreases and the gas pressure in the second expansion tank 761 decreases, the second air intake valve opens to allow external gas to enter the second expansion tank 761, so that the pressure inside and outside the second expansion tank 761 is balanced, thereby playing a compensation role.

[0159] That is to say, the second coolant circulation loop 700 of the present application utilizes the cooperation of the switching valve 730 , the second water pump 740 and the cooler 721 to achieve the functions of heat preservation and heat dissipation for the electronic components 4000 .

[0160] In summary, the thermal management system 1000 of the present application can take into account the rapid warm-up, heat energy distribution and overheating control of the engine 3000, and significantly improve the fuel consumption reduction and carbon emission control of the entire vehicle.

[0161] The vehicle 5000 according to an embodiment of the present application is described below.

[0162] As shown in conjunction with FIG. 1 and FIG. 9 , a vehicle 5000 according to an embodiment of the present application includes: a thermal management system 1000 .

[0163] The thermal management system 1000 is the aforementioned thermal management system 1000 , and the specific structure of the thermal management system 1000 is not described in detail here.

[0164] It can be seen from the above structure that the vehicle 5000 of the embodiment of the present application, by adopting the aforementioned thermal management system 1000, can effectively ensure the working performance of the vehicle 5000 and improve the comfort and cruising range of the vehicle 5000.

[0165] It should be noted that the vehicle 5000 of the present application can be a pure electric vehicle or a hybrid vehicle.

[0166] The following description and drawings illustrate various embodiments of a thermal management system 1000 for a vehicle 5000 of the present application.

[0167] Example 1

[0168] The first working mode of the thermal management system 1000 of the operating vehicle 5000 is mainly operated when the vehicle 5000 is started in a normal temperature environment, wherein the normal temperature environment here refers to: 10°C ≤ ambient temperature T ≤ 25°C.

[0169] As shown in FIG10 , the three-channel valve 300 is used to control the conduction of the third heat exchange circuit 213 of the waste heat recovery circuit 200 . At this time, the circulating water in the waste heat recovery circuit 200 circulates between the drive pump 220 , the engine 3000 and the thermostat 240 to use the circulating water to heat the engine 3000 .

[0170] As shown in Figure 10, the first pump body 110 in the first coolant circulation loop 100 is started to drive the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110 and the battery 2000. As the battery 2000 works, the coolant temperature gradually rises to use the coolant to keep the battery 2000 warm.

[0171] As shown in Figure 10, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the insulation branch 710. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000 and the insulation branch 710. As the electronic components 4000 work, the temperature of the coolant in the second coolant circulation loop 700 gradually rises, so that the coolant can be used to keep the electronic components 4000 warm.

[0172] That is to say, when the vehicle 5000 is started under normal temperature, the waste heat recovery circuit 200 of the thermal management system 1000 is mainly used to heat the engine 3000, the first coolant circulation circuit 100 of the thermal management system 1000 is used to keep the battery 2000 warm, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to keep the electronic components 4000 warm.

[0173] Example 2

[0174] The second working mode of the thermal management system 1000 of the operating vehicle 5000 is mainly operated when the vehicle 5000 is started in a low temperature environment, wherein the low temperature environment here refers to: -15°C ≤ ambient temperature T<10°C.

[0175] As shown in FIG11 , the three-channel valve 300 is used to control the conduction of the third heat exchange circuit 213 of the waste heat recovery circuit 200 . At this time, the circulating water in the waste heat recovery circuit 200 circulates between the drive pump 220 , the engine 3000 , and the thermostat 240 , so as to use the circulating water to heat the engine 3000 .

[0176] As shown in Figure 11, the first pump body 110 and the heater 130 in the first coolant circulation loop 100 are started to drive the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110, the heater 130 and the battery 2000. At this time, the heater 130 is used to heat the coolant, so as to use the coolant to heat the battery 2000, thereby achieving the goal of using the coolant to heat the battery 2000; wherein, the heater 130 is turned off after continuous heating for one minute.

[0177] As shown in Figure 11, the compressor 590, the first switch valve 620, the first electronic expansion valve 581 in the refrigerant circulation circuit 500 are started, and the exhaust port of the compressor 590 is controlled by the three-way valve 610 to connect to the cabin heat exchanger 540. At this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the cabin heat exchanger 540, the first electronic expansion valve 581, the cabin heat exchanger 530 and the first switch valve 620, so as to use the refrigerant to increase the temperature in the cabin and achieve the purpose of heating the cabin.

[0178] Specifically: the refrigerant in the refrigerant circulation loop 500 is compressed into a high-temperature and high-pressure refrigerant by the compressor 590, and the high-temperature and high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590, and enters the cabin heat exchanger 540 through the three-way valve 610. The cabin heat exchanger 540 directly releases heat into the vehicle cabin, and uses the first fan 550 to blow the heat into the vehicle cabin to achieve the purpose of heating the vehicle cabin; among them, the refrigerant after heat release is throttled by the first electronic expansion valve 581 to become a low-temperature and low-pressure refrigerant and enters the out-of-cabin heat exchanger 530 to absorb ambient heat, and finally returns to the compressor 590 through the first switch valve 620 to complete the heating cycle.

[0179] As shown in Figure 11, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the insulation branch 710. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000 and the insulation branch 710. As the electronic components 4000 work, the temperature of the coolant in the second coolant circulation loop 700 gradually rises, so that the coolant can be used to keep the electronic components 4000 warm.

[0180] That is to say, when the vehicle 5000 is started in a low-temperature environment, the waste heat recovery circuit 200 of the thermal management system 1000 is mainly used to heat the engine 3000, the first coolant circulation circuit 100 of the thermal management system 1000 is used to heat the battery 2000, the refrigerant circulation circuit 500 of the thermal management system 1000 is used to heat the vehicle cabin, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to keep the electronic components 4000 warm.

[0181] Example 3

[0182] The third working mode of the thermal management system 1000 of the operating vehicle 5000 is mainly operated when the vehicle 5000 is started in an extremely low temperature environment, wherein the extremely low temperature environment here refers to: ambient temperature T<-15°C.

[0183] As shown in FIG12 , the compressor 590, the first switch valve 620, the first electronic expansion valve 581, the second electronic expansion valve 582 in the refrigerant circulation circuit 500 are started, and the exhaust port of the compressor 590 is controlled by the three-way valve 610 to be connected to the cabin heat exchanger 540. At this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the cabin heat exchanger 540, the first electronic expansion valve 581, the cabin heat exchanger 530 and the first switch valve 620, and to drive the refrigerant in the refrigerant circulation circuit 500. The refrigerant circulates between the compressor 590, the three-way valve 610, the second electronic expansion valve 582, the off-cabin heat exchanger 530 and the first switch valve 620; at the same time, the first pump body 110 in the first coolant circulation loop 100 is started, and the first pump body 110 drives the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110, the second heat exchanger 900 and the battery 2000, so as to utilize the refrigerant to increase the temperature in the vehicle cabin and the temperature of the battery 2000, thereby achieving the purpose of heating the vehicle cabin and heating the battery 2000 at the same time.

[0184] Specifically, the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature and high-pressure refrigerant by the compressor 590. The high-temperature and high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590. The refrigerant derived from the three-way valve 610 enters the cabin heat exchanger 540 in one way. The cabin heat exchanger 540 directly releases heat into the vehicle cabin and uses the first fan 550 to blow the heat into the vehicle cabin to achieve the purpose of heating the vehicle cabin; the other way enters the second heat exchanger 900, which is used to realize heat exchange between the refrigerant and the coolant. At this time, The refrigerant in the refrigerant circulation loop 500 is used to increase the temperature of the coolant, so that when the heated coolant flows through the battery 2000, the battery 2000 can be heated. In addition, the two refrigerants enter the off-cabin heat exchanger 530 through the first electronic expansion valve 581 and the second electronic expansion valve 582 respectively. At this time, the second fan 822 is running, and the refrigerant releases heat to the environment. The refrigerant after heat release returns to the compressor 590 through the first switch valve 620, completing the cycle, thereby achieving the purpose of using the refrigerant to heat the vehicle cabin and the battery 2000.

[0185] It should be noted that during the coolant circulation process, the heater 130 is also used to heat the coolant, so as to directly use the heater 130 to heat the battery 2000, thereby achieving the purpose of using the coolant to heat the battery 2000. The heater 130 is turned off after continuous heating for one minute.

[0186] It should also be noted that, because the refrigerant in this working mode heats both the vehicle cabin and the battery 2000, in order to ensure the working performance of the battery 2000, during the operation of the thermal management system 1000, the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be adjusted to prioritize the heating needs of the battery 2000 and ensure normal power output.

[0187] As shown in FIG12 , the three-channel valve 300 is used to control the conduction of the third heat exchange circuit 213 of the waste heat recovery circuit 200 . At this time, the circulating water in the waste heat recovery circuit 200 circulates between the drive pump 220 , the engine 3000 and the thermostat 240 to use the circulating water to heat the engine 3000 .

[0188] As shown in Figure 12, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the insulation branch 710. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000 and the insulation branch 710. As the electronic components 4000 work, the temperature of the coolant in the second coolant circulation loop 700 gradually rises, so that the coolant can be used to keep the electronic components 4000 warm.

[0189] That is to say, when the vehicle 5000 is started in an extremely low temperature environment, the waste heat recovery circuit 200 of the thermal management system 1000 is mainly used to heat the engine 3000, the first coolant circulation circuit 100 of the thermal management system 1000 is used to heat the battery 2000, the refrigerant circulation circuit 500 of the thermal management system 1000 is used to heat the vehicle cabin and the battery 2000 at the same time, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to keep the electronic components 4000 warm.

[0190] Example 4

[0191] The fourth operating mode of the thermal management system 1000 of the vehicle 5000 is activated. The fourth operating mode is mainly activated when the vehicle 5000 is operating in a normal temperature environment.

[0192] It should be noted that although the vehicle 5000 operates at room temperature, after the vehicle 5000 has been running for a long time, the temperatures of the battery 2000, the engine 3000, and the electronic components 4000 will all increase.

[0193] When the temperature of the battery 2000 is greater than 38°C, as shown in Figure 13, the compressor 590, the second switch valve 630, the second electronic expansion valve 582 in the refrigerant circulation loop 500 are started, and the exhaust port of the compressor 590 is controlled by the three-way valve 610 to connect to the off-cabin heat exchanger 530. At this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation loop 500 to circulate between the compressor 590, the three-way valve 610, the off-cabin heat exchanger 530, the second electronic expansion valve 582 and the second switch valve 630; at the same time, the first pump body 110 in the first coolant circulation loop 100 is started, and the first pump body 110 drives the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110, the second heat exchanger 900 and the battery 2000.

[0194] Specifically, the refrigerant in the refrigerant circulation loop 500 is compressed into high-temperature and high-pressure refrigerant by the compressor 590. The high-temperature and high-pressure refrigerant flows from the exhaust port of the compressor 590 into the three-way valve 610 and enters the off-board heat exchanger 530 through the three-way valve 610. At this time, the second fan 822 is running, and the refrigerant releases heat to the environment and then enters the second heat exchanger 900 after throttling through the second electronic expansion valve 582. At this time, the first pump body 110 drives the coolant in the first coolant circulation loop 100 to also enter the second heat exchanger 900. The refrigerant with a lower temperature exchanges heat with the coolant through the second heat exchanger 900 to reduce the coolant temperature in the first coolant circulation loop 100. In this way, when the cooled coolant flows through the battery 2000, the battery 2000 can be cooled. In addition, the refrigerant after heat exchange returns to the compressor 590 through the second switch valve 630, completing the cycle, thereby achieving the purpose of using the refrigerant to cool the battery 2000.

[0195] When the temperature of the electronic component 4000 is greater than 50°C, as shown in FIG13 , the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the cooling branch 720. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic component 4000 and the cooler 721. When the coolant flows through the cooler 721, the cooler 721 exchanges heat with the coolant to lower the temperature of the coolant, so as to use the coolant to lower the temperature of the electronic component 4000, and at the same time, the third degassing branch 760 is opened.

[0196] When the water temperature of the engine 3000 is greater than 80°C, as shown in Figure 13, the thermostat 240 is controlled to switch to the large circulation to connect to the radiator 821. At this time, the circulating water circulates between the drive pump 220, the engine 3000, the thermostat 240 and the radiator 821. When the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to lower the temperature of the circulating water, so as to use the circulating water to lower the temperature of the engine 3000, and at the same time, the first degassing branch 810 and the second degassing branch 820 are opened.

[0197] That is, when the vehicle 5000 is operating at normal temperature, the thermal management system 1000 is mainly used to cool the engine 3000, the refrigerant circulation circuit 500 of the thermal management system 1000 is used to cool the battery 2000, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to cool the electronic components 4000.

[0198] Example 5

[0199] The fifth working mode of the thermal management system 1000 of the vehicle 5000 is turned on. The fifth working mode is mainly turned on when the vehicle 5000 is running in a high temperature environment, wherein the high temperature environment here refers to: ambient temperature T>25°C.

[0200] As shown in FIG14 , the compressor 590, the second on-off valve 630, the first electronic expansion valve 581, the second electronic expansion valve 582 in the refrigerant circulation circuit 500 are started, and the exhaust port of the compressor 590 is controlled by the three-way valve 610 to be connected to the off-board heat exchanger 530. At this time, the compressor 590 is used to drive the refrigerant in the refrigerant circulation circuit 500 to circulate between the compressor 590, the three-way valve 610, the off-board heat exchanger 530, the first electronic expansion valve 581, and the second on-off valve 630, and to drive the refrigerant in the compressor 590. 0, circulates among the three-way valve 610, the off-cabin heat exchanger 530, the second electronic expansion valve 582 and the second on-off valve 630; at the same time, the first pump body 110 in the first coolant circulation loop 100 is started, and the first pump body 110 drives the coolant in the first coolant circulation loop 100 to circulate among the first pump body 110, the second heat exchanger 900 and the battery 2000, so as to utilize the refrigerant to reduce the temperature in the vehicle cabin and the temperature of the battery 2000, thereby achieving the purpose of cooling the vehicle cabin and cooling the battery 2000 at the same time.

[0201] Specifically, the refrigerant in the refrigerant circulation loop 500 is compressed into a high-temperature and high-pressure refrigerant by the compressor 590. The high-temperature and high-pressure refrigerant flows into the three-way valve 610 from the exhaust port of the compressor 590 and enters the off-cabin heat exchanger 530 through the three-way valve 610. At this time, the second fan 822 is running, and the refrigerant releases heat to the environment. The refrigerant after releasing heat enters the first electronic expansion valve 581 for throttling, and directly enters the cabin heat exchanger 540 after throttling. The cabin heat exchanger 540 releases heat to the cabin, and uses the first fan 550 to blow the heat into the cabin, so as to achieve the purpose of cooling the cabin; the refrigerant after releasing heat enters the second electronic expansion valve 581 for throttling. The sub-expansion valve 582 is throttled and enters the second heat exchanger 900 after throttling. At this time, the first pump body 110 drives the coolant in the first coolant circulation loop 100 to enter the second heat exchanger 900. The refrigerant with a lower temperature exchanges heat with the coolant through the second heat exchanger 900 to reduce the coolant temperature in the first coolant circulation loop 100. In this way, when the cooled coolant flows through the battery 2000, the battery 2000 can be cooled. In addition, both refrigerants return to the compressor 590 through the second switch valve 630 to complete the cycle, thereby achieving the purpose of using the refrigerant to cool the vehicle cabin and the battery 2000.

[0202] It should be noted that, since the refrigerant in this working mode cools down the vehicle cabin and the battery 2000 at the same time, in order to ensure the working performance of the battery 2000, during the operation of the thermal management system 1000, the opening ratio of the first electronic expansion valve 581 and the second electronic expansion valve 582 can be adjusted to prioritize the cooling needs of the battery 2000 and ensure normal power output.

[0203] As shown in Figure 14, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the cooling branch 720. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000, the switching valve 730 and the cooler 721. When the coolant flows through the cooler 721, the cooler 721 exchanges heat with the coolant to lower the temperature of the coolant, so as to use the coolant to lower the temperature of the electronic components 4000, and at the same time, the third degassing branch 760 is opened.

[0204] As shown in Figure 14, the thermostat 240 is controlled to switch to the large circulation so that the thermostat 240 is connected to the radiator 821. At this time, the circulating water circulates between the drive pump 220, the engine 3000, the thermostat 240 and the radiator 821. When the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to lower the temperature of the circulating water, so as to use the circulating water to lower the temperature of the engine 3000, and at the same time, the first degassing branch 810 and the second degassing branch 820 are opened.

[0205] That is, when the vehicle 5000 is operating in a high-temperature environment, the thermal management system 1000 is mainly used to cool the engine 3000, the refrigerant circulation circuit 500 of the thermal management system 1000 is used to cool the vehicle cabin and the battery 2000 at the same time, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to cool the electronic components 4000.

[0206] Example 6

[0207] The sixth operating mode of the thermal management system 1000 of the vehicle 5000 is activated. The sixth operating mode is mainly activated when the vehicle 5000 is operating in a low temperature environment.

[0208] As shown in Figure 15, the three-channel valve 300 is used to control the conduction of the second heat exchange circuit 212 of the waste heat recovery circuit 200. At this time, the circulating water in the waste heat recovery circuit 200 circulates between the drive pump 220, the engine 3000, the heater core 214, the second channel 320 of the three-channel valve 300, and the second heat exchanger 900. At the same time, the first pump body 110 in the first coolant circulation circuit 100 is started. The first pump body 110 drives the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110, the second heat exchanger 900 and the battery 2000, so as to use the waste heat of the engine 3000 to heat the vehicle cabin and the battery 2000.

[0209] Specifically, the driving pump 220 is started to drive the circulating water after heat exchange with the engine 3000 to enter the heater core 214. The heater core 214 directly releases heat into the vehicle cabin, and the first fan 550 is used to blow the heat into the vehicle cabin to achieve the purpose of heating the vehicle cabin. Then the circulating water enters the second heat exchanger 900 through the second channel 320 of the three-channel valve 300. At this time, the first pump body 110 drives the coolant in the first coolant circulation loop 100 to also enter the second heat exchanger 900. The higher temperature circulating water exchanges heat with the coolant through the second heat exchanger 900 to increase the coolant temperature in the first coolant circulation loop 100. In this way, when the heated coolant flows through the battery 2000, the battery 2000 can be heated. In addition, the circulating water discharged from the second heat exchanger 900 returns to the engine 3000 through the driving pump 220, completing the cycle, thereby achieving the purpose of using the waste heat of the engine 3000 to heat the vehicle cabin and the battery 2000.

[0210] When the temperature of the battery 2000 is greater than 28°C, the three-channel valve 300 is used to control the conduction of the first heat exchange circuit 211 of the waste heat recovery circuit 200. At this time, the circulating water in the waste heat recovery circuit 200 circulates between the drive pump 220, the engine 3000, the heater core 214, and the first channel 310 of the three-channel valve 300 to utilize the waste heat of the engine 3000 to heat the cabin; at the same time, the first pump body 110 in the first coolant circulation circuit 100 is started to drive the coolant in the first coolant circulation circuit 100 to circulate between the first pump body 110 and the battery 2000 to utilize the coolant to keep the battery 2000 warm.

[0211] At the same time, as shown in Figure 15, the thermostat 240 is controlled to switch to the large circulation so that the thermostat 240 is connected to the radiator 821. At this time, the circulating water circulates between the drive pump 220, the engine 3000, the thermostat 240 and the radiator 821. When the circulating water flows through the radiator 821, the radiator 821 exchanges heat with the circulating water to lower the temperature of the circulating water, so as to use the circulating water to lower the temperature of the engine 3000, and open the first degassing branch 810 and the second degassing branch 820.

[0212] As shown in Figure 15, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the insulation branch 710. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000 and the insulation branch 710. As the electronic components 4000 work, the temperature of the coolant in the second coolant circulation loop 700 gradually rises, so that the coolant can be used to keep the electronic components 4000 warm.

[0213] That is, when the vehicle 5000 is operating in a low-temperature environment, the waste heat recovery circuit 200 of the thermal management system 1000 is mainly used to heat the vehicle cabin and increase the temperature of the battery 2000, the thermal management system 1000 is used to cool the engine 3000, and the second coolant circulation circuit 700 of the thermal management system 1000 is used to keep the electronic components 4000 warm.

[0214] Example 7

[0215] The seventh working mode of the thermal management system 1000 of the vehicle 5000 is activated. The seventh working mode is mainly activated when the vehicle 5000 stops suddenly due to a fault or the vehicle 5000 stops suddenly in a high temperature environment.

[0216] As shown in FIG. 16 , the second fan 822 is started, and the second fan 822 operates to suck in air and blow it to the engine 3000 , thereby achieving the purpose of cooling the engine 3000 .

[0217] As shown in Figure 16, the first pump body 110 in the first coolant circulation loop 100 is started to drive the coolant in the first coolant circulation loop 100 to circulate between the first pump body 110 and the battery 2000. At this time, the residual heat in the battery 2000 can be continuously brought to the first coolant circulation loop 100 to prevent the temperature of the battery 2000 from rising.

[0218] As shown in Figure 16, the second water pump 740 in the second coolant circulation loop 700 is started and the switching valve 730 is controlled to connect to the insulation branch 710. At this time, the second water pump 740 is started to drive the coolant in the second coolant circulation loop 700 to circulate between the second water pump 740, the electronic components 4000, and the insulation branch 710. At this time, the residual heat in the electronic components 4000 can be continuously brought into the second coolant circulation loop 700, preventing the temperature of the electronic components 4000 from rising. At the same time, the second expansion tank 761 is used to replenish the cooler 721 with liquid.

[0219] That is to say, when the vehicle 5000 stops suddenly due to a malfunction or stops suddenly in a high temperature environment, the second fan 822 of the thermal management system 1000 is mainly used to cool the engine 3000, the first coolant circulation loop 100 of the thermal management system 1000 is used to cool the battery 2000, and the second coolant circulation loop 700 of the thermal management system 1000 is used to cool the electronic components 4000.

[0220] In summary, the thermal management system 1000 of the present application can meet all working modes from high temperature environment to extremely cold conditions. It can not only cope with seasonal changes, but also adjust to the changes in the vehicle's operating load, so that the circulating water temperature is balanced under the optimal temperature conditions. In this way, while reducing power consumption, it can also improve the stability and accuracy of the emission control of the engine 3000.

[0221] In other words, this application can cope with different temperature conditions and various working loads, and is suitable for balanced temperature control of the cooling system under the actual road working conditions of the whole vehicle. Through real-time control, the overall power consumption of the thermal management system 1000 can be minimized and energy utilization can be optimized.

[0222] The thermal management system 1000 of the vehicle 5000 according to the embodiment of the present application and other components of the vehicle 5000 are well known to those skilled in the art and will not be described in detail here.

[0223] Throughout this specification, references to terms such as "embodiment" and "example" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0224] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, wherein: The vehicle includes a cabin, a battery and an engine, and the thermal management system includes: a first coolant circulation loop, the first coolant circulation loop being used to adjust the temperature of the battery; a waste heat recovery circuit, the waste heat recovery circuit exchanging heat with the engine, the waste heat recovery circuit comprising a plurality of heat exchange circuits, the plurality of heat exchange circuits being used to respectively adjust the temperature of the engine, the temperature in the vehicle cabin, the temperature in the vehicle cabin, and the temperature of the coolant in the first coolant circulation circuit; A three-channel valve and a controller, wherein the controller is used to control the conduction or cutoff of the channels in the three-channel valve, so as to realize the use of the three-channel valve to control the waste heat recovery circuit to switch between multiple heat exchange circuits.

2. The thermal management system of a vehicle according to claim 1, wherein: The plurality of heat exchange circuits include a first heat exchange circuit, a second heat exchange circuit and a third heat exchange circuit, wherein the first heat exchange circuit is used to adjust the temperature in the vehicle cabin, the second heat exchange circuit is used to adjust the temperature in the vehicle cabin and to exchange heat with the first coolant circulation circuit, and the third heat exchange circuit is used to adjust the temperature of the engine; The three-channel valve is simultaneously connected in series with the first heat exchange circuit and the second heat exchange circuit to control the first heat exchange circuit to be turned on, the second heat exchange circuit to be turned on, or the first heat exchange circuit and the second heat exchange circuit to be turned off; Wherein, when the first heat exchange circuit and the second heat exchange circuit are cut off from flow, the third heat exchange circuit is turned on.

3. The thermal management system of a vehicle according to claim 2, wherein: The three-channel valve includes a first channel, a second channel and a third channel. The first channel is connected in series with the first heat exchange circuit to control the conduction of the first heat exchange circuit. The second channel is connected in series with the second heat exchange circuit to control the conduction of the second heat exchange circuit. The outlet of the third channel is located in the three-channel valve to control the first heat exchange circuit and the second heat exchange circuit to cut off the flow.

4. The thermal management system for a vehicle according to any one of claims 1 to 3, wherein: A refrigerant circulation circuit is also included. The refrigerant circulation circuit is used to increase and decrease the temperature in the vehicle cabin. The refrigerant circulation circuit exchanges heat with the first coolant circulation circuit.

5. The thermal management system for a vehicle according to claim 4, wherein: Also included is a control valve assembly; The refrigerant circulation circuit has a first mode and a second mode. In the first mode, the refrigerant circulation circuit is used to increase the temperature in the vehicle cabin; in the second mode, the refrigerant circulation circuit is used to reduce the temperature in the vehicle cabin. The control valve assembly is used to control the refrigerant circulation circuit to switch between the first mode and the second mode.

6. The thermal management system for a vehicle according to claim 5, wherein: The refrigerant circulation circuit includes a first refrigerant circulation circuit, a second refrigerant circulation circuit and a compressor, the control valve assembly includes a three-way valve, a first switch valve and a second switch valve, the three-way valve has a first state and a second state, in the first state, the exhaust port of the compressor is connected to the first refrigerant circulation circuit, the first switch valve is closed, and the second switch valve is disconnected, so that the compressor is connected in series with the first refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the first mode; in the second state, the exhaust port of the compressor is connected to the second refrigerant circulation circuit, the first switch valve is disconnected, and the second switch valve is closed, so that the compressor is connected in series with the second refrigerant circulation circuit, and the refrigerant circulation circuit is switched to the second mode. 7 . The thermal management system of a vehicle according to claim 6 , wherein the first switching valve and the second switching valve are linked to each other so that when one of them is closed, the other is opened.

8. The thermal management system for a vehicle according to claim 5, wherein: The refrigerant circulation loop includes a compressor, the control valve assembly is a four-way valve, and the four-way valve is respectively connected to an air inlet of the compressor, an exhaust port of the compressor, a first end of the refrigerant circulation loop, and a second end of the refrigerant circulation loop; Wherein, the four-way valve has a third state and a fourth state. In the third state, the exhaust port is connected to the first end of the refrigerant circulation circuit and the second end of the refrigerant circulation circuit is connected to the air inlet, and the refrigerant circulation circuit is switched to the first mode; in the fourth state, the exhaust port is connected to the second end of the refrigerant circulation circuit and the first end of the refrigerant circulation circuit is connected to the air inlet, and the refrigerant circulation circuit is switched to the second mode.

9. The thermal management system for a vehicle according to any one of claims 1 to 8, wherein: It also includes a second coolant circulation loop, which is used to adjust the temperature of the electronic components of the vehicle.

10. A vehicle, wherein: Comprising a thermal management system according to any one of claims 1-9.

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