Thermal management system and vehicle

Abstract

A thermal management system and a vehicle. The thermal management system comprises an integrated thermal management module (1), a motor (21), a battery (31), a heat dissipation device (41), and a waste heat recovery device (51). The integrated thermal management module (1) comprises a multi-way valve (11); the multi-way valve (11) comprises a valve body and a valve core; the valve body is provided with a plurality of communicating ports, the motor (21) is communicated with a first communicating port (111) and a second communicating port (112) by means of a motor circulation loop (2), the battery (31) is communicated with a third communicating port (113) and a fourth communicating port (114) by means of a battery circulation loop (3), the heat dissipation device (41) is communicated with a fifth communicating port (115) and a sixth communicating port (116) by means of a heat dissipation loop (4), and the waste heat recovery device (51) is communicated with a seventh communicating port (117) and an eighth communicating port (118) by means of a waste heat recovery loop (5); the valve core is capable of rotating relative to the valve body, so that the thermal management system at least has a first working mode, a second working mode, a third working mode, and a fourth working mode and then a vehicle can have different driving states in different environments, thereby reducing the influence of environmental factors on parts, prolonging the service life of each part, and optimizing the performance of the vehicle.

Description

A thermal management system and vehicle Technical Field

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

[0002] The thermal management system is a crucial component of new energy vehicles, primarily used to regulate the temperature of the motor, battery, and passenger compartment, effectively ensuring vehicle performance, safety, and comfort. In existing technologies, the various components of the thermal management system are connected via pipelines, such as the motor, motor water pump, battery water pump, low-temperature radiator, and water heater. This dispersed arrangement of components results in a large space occupied by the thermal management system within the vehicle body, and the overall piping is highly complex, with a large number of valves and pipes connected internally, making subsequent maintenance of the thermal management system quite difficult. Summary of the Invention

[0003] In view of this, this application provides a thermal management system and vehicle to solve the technical problem that the wiring of thermal management system pipelines in the prior art is very complicated and the number of valves and pipelines connected internally is large.

[0004] This application provides a thermal management system, which includes a thermal management integrated module, a motor, a battery, and a heat dissipation device. The thermal management integrated module includes a multi-way valve, which comprises a valve body and a valve core, the valve body having multiple communication ports; the motor is connected to a first and second communication port via a motor circulation loop; the battery is connected to a third and fourth communication port via a battery circulation loop; the heat dissipation device is connected to a fifth and sixth communication port via a heat dissipation loop; wherein the battery circulation loop includes a cooling device connected in series with the battery.

[0005] The valve core is rotatable relative to the valve body, so that the thermal management system includes at least a first operating mode and a second operating mode.

[0006] In the first working mode, the first connection port is connected to the fourth connection port, the second connection port is connected to the fifth connection port, the sixth connection port is connected to the third connection port, the cooling device is in the off state, and the heat dissipation device is used to dissipate heat from the motor and the battery.

[0007] In the second working mode, the first connection port is connected to the sixth connection port, the second connection port is connected to the fifth connection port, the third connection port is connected to the fourth connection port, the cooling device is in the on state, the heat dissipation device is used to dissipate heat from the motor, and the cooling device is used to dissipate heat from the battery.

[0008] In this embodiment, the first connection port can be the water inlet of the motor circulation loop, the second connection port can be the water outlet of the motor circulation loop, the third connection port can be the water inlet of the battery circulation loop, the fourth connection port can be the water outlet of the battery circulation loop, the fifth connection port can be the water inlet of the heat dissipation loop, and the sixth connection port can be the water outlet of the heat dissipation loop.

[0009] During the rotation of the valve core relative to the valve body, the valve core can connect or block at least part of the connection port, so that the circuits have different connection states, thereby enabling the thermal management system to have different working modes. This is beneficial for the recovery and distribution of energy between different circuits, thereby improving energy utilization and reducing energy consumption.

[0010] The thermal management system in this embodiment can switch between a first operating mode and a second operating mode under different environments to achieve different purposes. Specifically, when switching to the first operating mode in the moderate temperature environment of spring and autumn, only the heat dissipation device is used to dissipate heat from the motor and battery, which helps to achieve energy saving while meeting the heat dissipation needs of both. When switching to the second operating mode in the high temperature environment of summer, the heat dissipation device and the cooling device are used to dissipate heat from the motor and battery separately, which helps to improve heat dissipation efficiency and optimize the heat dissipation effect on the motor and battery, making them safer and more reliable during operation.

[0011] In one possible implementation, the thermal management system further includes a third operating mode in which the first connection port is connected to the fourth connection port, the second connection port is connected to the third connection port, the cooling device is in a closed state, and the motor is used to heat the battery.

[0012] In one possible implementation, the battery cycle circuit further includes a heating device, which is connected in series with the battery.

[0013] The thermal management system further includes a fourth operating mode, in which the third connection port is connected to the fourth connection port, the cooling device is in a closed state, the heating device is in a closed state, and the heating device is used to heat the battery.

[0014] In one possible implementation, the thermal management system further includes a waste heat recovery device, which is connected to the seventh and eighth communication ports via a waste heat recovery loop.

[0015] The thermal management system further includes a fourth operating mode, in which the first connection port is connected to the eighth connection port, the second connection port is connected to the seventh connection port, and the waste heat recovery device is used to recover the heat generated by the motor.

[0016] In one possible implementation, the first channel of the cooling device is connected to the battery circulation loop, and the thermal management system includes a waste heat recovery device, the first channel of which is connected to the seventh and eighth communication ports via the waste heat recovery loop.

[0017] The thermal management system also includes an air conditioning system loop, the second channel of the cooling device is connected to the air conditioning system loop, and the second channel of the waste heat recovery device is connected to the air conditioning system loop.

[0018] The air conditioning system circuit includes a compressor, and the cooling device and the waste heat recovery device are located upstream of the compressor.

[0019] In one possible implementation, the air conditioning system circuit further includes an indoor condenser and an outdoor heat exchanger, with the compressor, the indoor condenser, the outdoor heat exchanger, and the waste heat recovery device connected in sequence.

[0020] In one possible implementation, the air conditioning system loop further includes an indoor evaporator, one end of which is connected between the indoor condenser and the outdoor heat exchanger, and the other end of which is connected between the second channel of the waste heat recovery device and the outdoor heat exchanger.

[0021] In one possible implementation, one end of the second channel of the cooling device is connected between the indoor condenser and the indoor evaporator, and the other end of the second channel of the cooling device is connected between the compressor and the indoor evaporator.

[0022] In one possible implementation, the air conditioning system circuit further includes a heating valve, a battery expansion valve, and an evaporator expansion valve.

[0023] The heating outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the waste heat recovery device through the heating valve, and the outlet of the second channel of the waste heat recovery device is connected to the inlet of the compressor.

[0024] The cooling outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the cooling device through the battery expansion valve, and the cooling outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator through the evaporator expansion valve.

[0025] The refrigeration outlet of the outdoor heat exchanger is connected to the first refrigeration circuit and the second refrigeration circuit.

[0026] In the first refrigeration circuit, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the cooling device, and the outlet of the second channel of the cooling device is connected to the inlet of the compressor.

[0027] In the second refrigeration circuit, when the evaporator expansion valve is open, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor.

[0028] In one possible implementation, in the second operating mode, the compressor is turned on, the battery expansion valve is open, and the refrigerant output by the compressor flows into the outdoor heat exchanger to condense and release heat. The condensed refrigerant flows through the battery expansion valve into the cooling device to evaporate and absorb heat before flowing back to the compressor.

[0029] In one possible implementation, in the second operating mode, when the occupant cabin has a cooling demand, the compressor is turned on, the battery expansion valve and the evaporator expansion valve are connected, and the refrigerant output by the compressor flows into the outdoor heat exchanger to condense and release heat. Part of the condensed refrigerant flows into the cooling device through the battery expansion valve to evaporate and absorb heat before flowing back to the compressor, and the other part flows into the indoor evaporator through the evaporator expansion valve to evaporate and absorb heat before flowing back to the compressor.

[0030] In one possible implementation, when the crew cabin has a heating requirement and the temperature of the motor circulation loop meets the waste heat recovery conditions.

[0031] The first connection port is connected to the eighth connection port, and the second connection port is connected to the seventh connection port. The waste heat recovery device is used to recover the heat generated by the motor. The compressor is turned on, the heating valve is turned on, and the refrigerant output by the compressor flows into the indoor condenser to condense and release heat. The condensed refrigerant flows into the outdoor heat exchanger and the waste heat recovery device in sequence to evaporate and absorb heat before flowing back to the compressor.

[0032] In one possible implementation, this occurs when the battery requires cooling and the passenger compartment has a heating requirement.

[0033] The third connection port is connected to the fourth connection port. The cooling device is turned on and used to cool the battery. The compressor is turned on and the battery expansion valve is turned on. The refrigerant output by the compressor flows into the indoor condenser to condense and release heat. The condensed refrigerant flows into the outdoor heat exchanger and the cooling device in sequence to evaporate and absorb heat before flowing back to the compressor.

[0034] In one possible implementation, this occurs when the battery requires cooling and the passenger compartment has a need for cooling and dehumidification.

[0035] The third connection port is connected to the fourth connection port. The cooling device is turned on and used to cool the battery. The compressor is turned on, and the battery expansion valve and the evaporator expansion valve are connected. The refrigerant output by the compressor flows sequentially into the indoor condenser and the outdoor heat exchanger to condense and release heat. Part of the condensed refrigerant flows into the cooling device through the battery expansion valve, evaporates and absorbs heat, and then flows back to the compressor. The other part flows into the indoor evaporator through the evaporator expansion valve, evaporates and absorbs heat, and then flows back to the compressor.

[0036] In one possible implementation, when the battery needs cooling, the temperature of the motor circulation loop meets the waste heat recovery conditions, and the passenger compartment has heating and dehumidification requirements.

[0037] The first connecting port is connected to the eighth connecting port, the second connecting port is connected to the seventh connecting port, and the third connecting port is connected to the fourth connecting port. The cooling device is turned on, the waste heat recovery device is used to recover the heat generated by the motor, and the cooling device is used to cool the battery. The compressor is turned on, and the heating valve, the battery expansion valve, and the evaporator expansion valve are connected. The refrigerant output by the compressor flows into the indoor condenser to condense and release heat. Part of the condensed refrigerant flows sequentially into the outdoor heat exchanger and the waste heat recovery device to evaporate and absorb heat before flowing back to the compressor. The other part flows through the battery expansion valve and the evaporator expansion valve into the cooling device and the indoor evaporator respectively to evaporate and absorb heat before flowing back to the compressor.

[0038] In one possible implementation, the thermal management integrated module further includes a flow channel plate, a motor water pump, and a battery water pump. The multi-way valve, the motor water pump, and the battery water pump are all installed on the flow channel plate, and the motor water pump and the battery water pump are arranged adjacent to each other and distributed on both sides of the flow channel plate along the first direction x with the multi-way valve.

[0039] The flow channel plate has multiple flow channels, and each of the multiple flow channels is connected to one of the multiple communication ports of the valve body.

[0040] In one possible implementation, the thermal management system further includes an expansion tank, which is connected to the liquid inlet of the flow channel plate, and the water outlet of the liquid inlet is connected to the first connecting port and the water outlet of the liquid inlet is connected to the fourth connecting port.

[0041] In one possible implementation, the thermal management system further includes a buffer element, wherein the flow channel plate has mounting holes at both ends along the second direction y, and the buffer element is installed in the mounting holes.

[0042] In one possible implementation, the multi-way valve further includes a drive assembly comprising a drive motor and a transmission gear set. The drive motor is connected to the valve core via the transmission gear set. The drive motor is capable of driving the valve core to rotate relative to the valve body via the transmission gear set, so that the valve core can connect or block at least part of the connection port.

[0043] In one possible implementation, the thermal management system further includes a control device and multiple detection devices. The control device is signal-connected to the drive component, and the multiple detection devices are connected in series in each loop to detect the temperature in each loop. The control device is used to control the drive component to start or stop moving based on the detection results of the detection devices.

[0044] In one possible implementation, the valve body further includes a seventh communication port and an eighth communication port.

[0045] The control device is used to control the drive assembly to rotate the valve core to connect the first connection port with the fourth connection port, the second connection port with the fifth connection port, and the third connection port with the sixth connection port when the detection device detects that the temperature of the motor is in the first temperature range and the temperature of the battery is in the second temperature range.

[0046] The control device is further configured to, when the detection device detects that the temperature of the motor is in a third temperature range and the temperature of the battery is in a fourth temperature range, control the drive assembly to rotate the valve core to connect the first connection port with the sixth connection port, the second connection port with the fifth connection port, and the third connection port with the fourth connection port.

[0047] The control device is further configured to, when the detection device detects that the temperature of the motor is in the fifth temperature range and the temperature of the battery is in the sixth temperature range, control the drive assembly to rotate the valve core to connect the first communication port with the fourth communication port and the second communication port with the third communication port.

[0048] The control device is further configured to, when the detection device detects that the temperature of the motor is in the seventh temperature range and the temperature of the battery is in the eighth temperature range, control the drive assembly to rotate the valve core to connect the first connection port with the eighth connection port, the second connection port with the seventh connection port, and the third connection port with the fourth connection port.

[0049] Wherein, the first temperature range is smaller than the third temperature range, the fifth temperature range is smaller than the first temperature range, and the seventh temperature range is smaller than the fifth temperature range; the second temperature range is smaller than the fourth temperature range, the sixth temperature range is smaller than the second temperature range, and the eighth temperature range is smaller than the sixth temperature range.

[0050] This application also provides a vehicle, the vehicle including a vehicle body and a thermal management system, the thermal management system being any of the thermal management systems described above, wherein the thermal management system is installed in the vehicle body.

[0051] In this embodiment of the application, when the vehicle is equipped with the thermal management system described above, the vehicle includes at least four driving states to utilize different environments.

[0052] In the spring and autumn, when the temperature is moderate, the thermal management system switches to the first working mode, which only uses the low-temperature radiator to dissipate heat from the motor and battery. This helps to reduce the energy consumption of the whole vehicle and increase the vehicle's driving range.

[0053] In high-temperature environments during summer, the thermal management system switches to the second operating mode, using heat dissipation and cooling devices to separately cool the motor and battery, which helps improve heat dissipation efficiency and optimize the cooling effect on the motor and battery, thereby improving vehicle safety during driving.

[0054] In the low-temperature environment of autumn and winter, the thermal management system switches to the third working mode, which heats up the battery in the battery circulation loop through the motor circulation loop, and cools down the motor through the battery circulation loop. This helps to improve energy utilization and reduce energy consumption.

[0055] In the northern winter environment, the thermal management system switches to the fourth working mode, heating the battery through the heating device to ensure that the battery has good working performance in the northern winter environment, reduce the possibility of damage, and extend the battery life; the waste heat recovery device cools down the motor circulation loop, which helps to improve energy utilization efficiency and further reduce energy consumption.

[0056] Therefore, the vehicle in this embodiment can have different driving states in different environments, reducing the impact of environmental factors on the motor, battery and other components, extending the service life of each component and optimizing the vehicle's performance.

[0057] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description

[0058] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 is a schematic diagram of the structure of the thermal management integrated module provided in this application;

[0060] Figure 2 is a cross-sectional view of Figure 1;

[0061] Figure 3 is a connection diagram of the thermal management system provided in this application in one embodiment;

[0062] Figure 4 is a connection diagram of the thermal management system in the first working mode;

[0063] Figure 5 is a connection diagram of the thermal management system in the second working mode;

[0064] Figure 6 is a connection diagram of the thermal management system in the third working mode;

[0065] Figure 7 is a connection diagram of the thermal management system in the fourth working mode;

[0066] Figure 8 is a schematic diagram of the thermal management system provided in this application in another embodiment;

[0067] Figure 9 is a connection diagram of Figure 8;

[0068] Figure 10 is a schematic diagram of the integrated valve island provided in this application in one embodiment;

[0069] Figure 11 is a connection diagram of the thermal management system in the fifth working mode;

[0070] Figure 12 is a schematic diagram of the air conditioning system circuit connection when the thermal management system is in the second working mode;

[0071] Figure 13 is a connection diagram of the thermal management system in the sixth working mode;

[0072] Figure 14 is a connection diagram of the thermal management system in the seventh working mode;

[0073] Figure 15 is a connection diagram of the thermal management system in the eighth working mode;

[0074] Figure 16 is a connection diagram of the thermal management system in the ninth working mode;

[0075] Figure 17 is a connection diagram of the thermal management system in the tenth working mode;

[0076] Figure 18 is a connection diagram of the thermal management system in the eleventh working mode;

[0077] Figure 19 is a connection diagram of the thermal management system in the twelfth working mode;

[0078] Figure 20 is a connection diagram of the thermal management system in its thirteenth operating mode.

[0079] Explanation of reference numerals in the attached diagram: 1-Thermal management integrated module; 11-Multi-way valve; 111-First connection port; 112-Second connection port; 113-Third connection port; 114-Fourth connection port; 115-Fifth connection port; 116-Sixth connection port; 117-Seventh connection port; 118-Eighth connection port; 12-Flow channel plate; 121-Replenishment port; 2-Motor circulation loop; 21-Motor; 22-Motor water pump; 23-Power module; 3-Battery circulation loop; 31-Battery; 32-Battery water pump; 33-Cooling device; 34-Heating device; 4-Heat dissipation loop; 41-Heat dissipation device; 5-Waste heat recovery loop; 51-Waste heat recovery device; 6-Expansion tank; 7-Buffer component; 8-Air conditioning system loop; 81-Compressor; 82-Indoor condenser; 83-Outdoor heat exchanger; 84-Indoor evaporator; 85-Heating valve; 86-Battery expansion valve; 87-Evaporator expansion valve; 88-Filter valve; 89-Electronic expansion valve; 810-Gas-liquid separator; 811-Dehumidifier valve; 812-High-pressure check valve; 9-Detection device; 91-First temperature sensor; 92-Second temperature sensor; 93-Third temperature sensor; 94-Temperature and pressure sensor.

[0080] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation

[0081] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0082] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0083] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0084] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0085] Embodiments of this application provide a thermal management system, as shown in Figures 1 and 3. The thermal management system includes a thermal management integrated module 1, a motor 21, a battery 31, and a heat dissipation device 41. The thermal management integrated module 1 includes a multi-way valve 11, which includes a valve body and a valve core. The valve body is provided with multiple communication ports. The motor 21 is connected to the first communication port 111 and the second communication port 112 through a motor circulation loop 2; the battery 31 is connected to the third communication port 113 and the fourth communication port 114 through a battery circulation loop 3; and the heat dissipation device 41 is connected to the fifth communication port 115 and the sixth communication port 116 through a heat dissipation loop 4.

[0086] In this embodiment of the application, as shown in FIG3, the valve body of the multi-way valve 11 includes at least a first connecting port 111, a second connecting port 112, a third connecting port 113, a fourth connecting port 114, a fifth connecting port 115, and a sixth connecting port 116. The first connecting port 111 can be the inlet of the motor circulation loop 2, and the second connecting port 112 can be the outlet of the motor circulation loop 2; the third connecting port 113 can be the inlet of the battery circulation loop 3, and the fourth connecting port 114 can be the outlet of the battery circulation loop 3; the fifth connecting port 115 can be the inlet of the heat dissipation loop 4, and the sixth connecting port 116 can be the outlet of the heat dissipation loop 4.

[0087] During the rotation of the valve core relative to the valve body, the valve core can connect or block at least part of the connection port, so that the circuits have different connection states, thereby enabling the thermal management system to have different working modes. This is beneficial for the recovery and distribution of energy between different circuits, thereby improving energy utilization and reducing energy consumption.

[0088] As shown in Figure 3, the battery circulation loop 3 also includes a cooling device 33, which is connected in series with the battery 31 and is located upstream of the battery 31 along the flow direction of the coolant, so that the outlet of the cooling device 33 is connected to the inlet of the battery 31.

[0089] When the cooling device 33 is turned on, it can cool the coolant flowing to the battery 31, so that the temperature of the coolant flowing out of the cooling device 33 is lower, which helps to improve the heat dissipation effect of the battery 31 and improve the stability and safety of the battery 31 during operation.

[0090] It should be noted that in this embodiment, the cooling device 33 is a water-cooled heat dissipation device, such as a battery cooler, and the heat dissipation device 41 is an air-cooled heat dissipation device, such as a low-temperature heat sink. The heat dissipation effect of the low-temperature heat sink is lower than that of the battery cooler, and the energy consumption of the low-temperature heat sink is lower than that of the battery cooler.

[0091] In one specific implementation, as shown in Figure 4, the valve core rotates relative to the valve body to connect the first connection port 111 with the fourth connection port 114, the second connection port 112 with the fifth connection port 115, and the sixth connection port 116 with the third connection port 113, thereby switching the thermal management system to the first working mode. When the thermal management system is in the first working mode, it is suitable for medium-temperature environments in spring and autumn.

[0092] In the first working mode, the water inlet of the motor circulation loop 2 is connected to the water outlet of the battery circulation loop 3, the water outlet of the motor circulation loop 2 is connected to the water inlet of the heat dissipation loop 4, and the water outlet of the heat dissipation loop 4 is connected to the water inlet of the battery circulation loop 3, so that the motor circulation loop 2, the battery circulation loop 3 and the heat dissipation loop 4 are connected in series through the thermal management integrated module 1.

[0093] In the first working mode, the cooling device 33 in the battery circulation loop 3 can be turned off, so that the heat dissipation device 41 can dissipate heat for the motor 21 and the battery 31 separately. This is beneficial to meet the heat dissipation needs of both while reducing the energy consumption when dissipating heat for the motor 21 and the battery 31, thus achieving the purpose of energy saving.

[0094] It should be noted that when the environment is in the middle temperature range of spring and autumn, the temperature range of motor 21 during operation is 60℃~70℃, and the temperature range of battery 31 during operation is 20℃~40℃. Therefore, in the first working mode, the coolant flowing out from the battery circulation loop 3 can cool down the motor circulation loop 2, thereby playing a role in heat dissipation.

[0095] Specifically, in the moderate temperatures of spring and autumn, the conditions for heat dissipation of motor 21 and battery 31 are relatively low. The coolant cooled by the low-temperature radiator is sufficient to effectively dissipate heat from motor 21 and battery 31. If both the low-temperature radiator and battery cooler are turned on simultaneously, the coolant flowing from the low-temperature radiator will flow into the battery cooler and undergo a second cooling process. While both types of coolant effectively dissipate heat from motor 21 and battery 31, the battery cooler consumes additional energy during this second cooling process. Alternatively, if only the battery cooler is used to dissipate heat from motor 21 and battery 31, the coolant cooled by the battery cooler is also sufficient to effectively dissipate heat, but the energy consumption of the battery cooler during this process is higher.

[0096] In one specific implementation, as shown in Figure 5, the valve core rotates relative to the valve body to connect the first connection port 111 with the sixth connection port 116, the second connection port 112 with the fifth connection port 115, and the third connection port 113 with the fourth connection port 114, thereby switching the thermal management system to the second working mode. When the thermal management system is in the second working mode, it is suitable for high-temperature environments in summer.

[0097] In the second working mode, the water inlet of the motor circulation loop 2 is connected to the water outlet of the heat dissipation loop 4, the water outlet of the motor circulation loop 2 is connected to the water inlet of the heat dissipation loop 4, and the water inlet of the battery circulation loop 3 is connected to its water outlet, so that the motor circulation loop 2 and the heat dissipation loop 4 are connected in series through the thermal management integrated module 1 and separated from the battery circulation loop 3.

[0098] In the second operating mode, the cooling device 33 in the battery circulation loop 3 can be turned on, allowing the cooling device 33 to dissipate heat from the battery 31 independently, and the heat dissipation device 41 to dissipate heat from the motor 21 independently. This improves the heat dissipation effect on the motor 21 and the battery 31, ensuring their stability and reliability during operation. Simultaneously, since the motor circulation loop 2 and the heat dissipation loop 4 are separated from the battery circulation loop 3, a portion of the coolant in the thermal management system can flow directly into the first connecting port 111 after exiting the sixth connecting port 116, without having to pass through the battery circulation loop 3. Another portion of the coolant can flow directly into the third connecting port 113 after exiting the fourth flowing port 114, without having to pass through the motor circulation loop 2 and the heat dissipation loop 4. This shortens the distance the coolant travels between the loops, allowing the cooled coolant to quickly flow to the components requiring heat dissipation, thus improving overall heat dissipation efficiency.

[0099] Therefore, the thermal management system in this embodiment can switch between a first operating mode and a second operating mode under different environments to achieve different purposes. Specifically, when switching to the first operating mode in the moderate temperature environment of spring and autumn, only the low-temperature radiator is used to dissipate heat from the motor 21 and the battery 31, which helps to meet the heat dissipation needs of both while achieving energy saving. When switching to the second operating mode in the high temperature environment of summer, the heat dissipation device 41 and the cooling device 33 are used to dissipate heat from the motor 21 and the battery 31 separately, which helps to improve heat dissipation efficiency and optimize the heat dissipation effect on the motor 21 and the battery 31, making them safer and more reliable during operation.

[0100] In addition, since the temperature at which the motor 21 fails thermally is higher than that at which the battery 31 fails thermally, a battery cooler (i.e., cooling device 33) with better heat dissipation effect is connected in series with the battery 31, and a low-temperature heat sink (i.e. heat dissipation device 41) with lower energy consumption is connected in parallel with the battery 31. This allows for water cooling of the battery 31 in the high-temperature environment of summer, which is beneficial to improving the safety of the battery 31 during operation. In the medium-temperature environment of spring and autumn, air cooling of the battery 31 is beneficial to reducing energy consumption during heat dissipation and saving energy.

[0101] In one specific implementation, as shown in FIG6, the thermal management system further includes a third working mode. In the third working mode, the first connection port 111 is connected to the fourth connection port 114, the second connection port 112 is connected to the third connection port 113, the cooling device 33 is in a closed state, and the motor 21 is used to heat the battery 31.

[0102] In this embodiment, the valve core rotates relative to the valve body to connect the first communication port 111 with the fourth communication port 114 and the second communication port 112 with the third communication port 113, thereby switching the thermal management system to the third working mode. When the thermal management system is in the third working mode, it is suitable for low-temperature environments in autumn and winter.

[0103] In the third working mode, the water inlet of the motor circulation loop 2 is connected to the water outlet of the battery circulation loop 3, and the water outlet of the motor circulation loop 2 is connected to the water inlet of the battery circulation loop 3, so that the motor circulation loop 2 and the battery circulation loop 3 are connected in series through the thermal management integrated module 1.

[0104] In the third operating mode, the cooling device 33 in the battery circulation loop 3 can be turned off, allowing the motor 21 to heat the battery 31. Specifically, when the motor circulation loop 2 and the battery circulation loop 3 are connected in series via the thermal management integrated module 1, the coolant flowing out of the motor circulation loop 2 is at a higher temperature, which can heat the battery 31 in the battery circulation loop 3. This reduces the possibility of performance degradation of the battery 31 in the low-temperature environment of autumn and winter, thereby reducing the damage to the battery 31 caused by the low-temperature environment and improving the service life of the battery 31. At the same time, during the process of the coolant heating the battery 31, heat exchange occurs between the two, that is, the battery 31 heats up and the coolant cools down, resulting in a lower temperature of the coolant flowing out of the battery circulation loop 3. This can cool the motor 21 in the motor circulation loop 2, thereby achieving the purpose of heat dissipation for the motor 21. This reduces the possibility of damage to the internal components of the motor 21 due to excessive temperature, improves the stability and reliability of the motor 21 during operation, and extends the service life of the motor 21.

[0105] Therefore, the thermal management system in this embodiment can switch to the third working mode in the low-temperature environment of autumn and winter, and heat up the battery 31 in the battery circulation loop 3 by using the coolant with a higher temperature flowing out of the motor circulation loop 2, and cool down the motor 21 in the motor circulation loop 2 by using the coolant with a lower temperature flowing out of the battery circulation loop 3. This satisfies the cooling requirements of the motor 21 and the heating requirements of the battery 31 at the same time, which is conducive to improving the energy utilization rate and reducing energy consumption.

[0106] In one specific embodiment, as shown in FIG3, the battery circulation loop 3 further includes a heating device 34, and the heating device 34 is connected in series with the battery 31.

[0107] In this embodiment, the heating device 34 is located upstream of the battery 31 along the flow direction of the coolant, so that the outlet of the heating device 34 is connected to the inlet of the battery 31. Specifically, both the heating device 34 and the cooling device 33 are located upstream of the battery 31, and they can be connected in series. Compared with the parallel connection of the heating device 34 and the cooling device 33, this can further reduce the number of pipes and valves used in the thermal management system, which is beneficial to further improve the integration level of the thermal management system and reduce production costs.

[0108] As shown in Figure 7, in one specific embodiment, the valve core rotates relative to the valve body to switch the thermal management system to the fourth operating mode, and when the thermal management system is in the fourth operating mode, it is suitable for the environment of northern winter.

[0109] In the fourth operating mode, the third connection port 113 is connected to the fourth connection port 114, and the water inlet of the battery circulation loop 3 is connected to its water outlet. The cooling device 33 in the battery circulation loop 3 can be in a closed state, while the heating device 34 can be in a closed state, so that the heating device 34 heats the battery 31.

[0110] Specifically, the coolant flowing into the battery circulation loop 3 from the third connection port 113 will first flow into the heating device 34 for heating, and then flow to the battery 31. This helps to reduce the possibility of the battery 31's charging and discharging performance degradation in the low-temperature environment of autumn and winter, thereby reducing the damage of the low-temperature environment to the battery 31 and improving the service life of the battery 31.

[0111] Simultaneously, during the heating process of the battery 31 by the coolant, heat exchange occurs between them; that is, the battery 31 heats up while the coolant cools down, resulting in a lower temperature of the coolant flowing out of the battery circulation loop 3. When the coolant in the battery circulation loop 3 flows out of the fourth flow port 114, it can directly flow into the third connecting port 113 without having to flow through other loops. This shortens the distance the coolant travels between the loops, allowing the cooled coolant to quickly flow to the heating device 34 for heating, which helps improve the heating efficiency of the coolant in the battery circulation loop 3.

[0112] Therefore, the thermal management system in this embodiment can switch to the fourth working mode in the northern winter environment and heat the battery 31 through the heating device 34 to ensure that the battery 31 has good working performance in the northern winter environment, reduce the possibility of damage, and extend the service life of the battery 31.

[0113] In one possible implementation, the heating device 34 can be a Positive Temperature Coefficient (PTC) water heater, characterized by high efficiency, stability, and reliability. Furthermore, the heating power of the PTC water heater can be automatically adjusted, and the heating temperature is stable. In northern winter environments, the PTC water heater regulates the heating power and temperature by controlling the current, ensuring that the coolant in the battery circulation loop 3 remains within a suitable temperature range, thereby ensuring the normal operation of the battery 31. Simultaneously, the PTC water heater has high heating efficiency, capable of heating the coolant in the battery circulation loop 3 to a suitable temperature in a short time, shortening the preheating time and improving driving comfort and safety.

[0114] In one specific implementation, as shown in FIG3, the thermal management system further includes a waste heat recovery device 51, which is connected to the seventh connection port 117 and the eighth connection port 118 through a waste heat recovery loop 5.

[0115] In this embodiment of the application, as shown in Figure 3, the seventh connection port 117 is the inlet of the waste heat recovery circuit 5, and the eighth connection port 118 is the outlet of the waste heat recovery circuit 5. As shown in Figure 7, when the valve core rotates relative to the valve body to switch the thermal management system to the fourth working mode, the first connection port 111 is connected to the eighth connection port 118, the second connection port 112 is connected to the seventh connection port 117, the inlet of the motor circulation circuit 2 is connected to the outlet of the waste heat recovery circuit 5, and the outlet of the motor circulation circuit 2 is connected to the inlet of the waste heat recovery circuit 5, so that the motor circulation circuit 2 and the waste heat recovery circuit 5 are connected in series through the thermal management integrated module 1.

[0116] Specifically, the motor 21 continuously generates heat during operation, causing coolant to flow from the first connection port 111 into the motor circulation loop 2 to absorb the heat generated by the motor 21. After absorption, the coolant flows out of the motor circulation loop 2 from the second connection port 112. At this time, the temperature of the coolant flowing out from the second connection port 112 is relatively high.

[0117] When the high-temperature coolant flows into the waste heat recovery circuit 5 from the seventh connection port 117, the waste heat recovery device 51 can absorb the heat in the coolant and transfer it to the crew compartment or other areas that need to be heated, thereby realizing the recovery and utilization of waste heat. At the same time, the coolant flowing out of the waste heat recovery circuit 5 from the eighth connection port 118 is at a lower temperature and can flow back into the motor circulation circuit 2 from the first connection port 111 to cool down the motor 21.

[0118] Therefore, the thermal management system in this embodiment can switch to the fourth working mode in the northern winter environment and cool down the motor circulation loop 2 through the waste heat recovery device 51, which is conducive to improving energy utilization efficiency and thus achieving further energy saving.

[0119] In one specific embodiment, as shown in FIG1, the thermal management integrated module 1 further includes a flow channel plate 12, a motor water pump 22 and a battery water pump 32. The multi-way valve 11, the motor water pump 22 and the battery water pump 32 are all installed on the flow channel plate 12, and the motor water pump 22 and the battery water pump 32 are arranged adjacent to each other and distributed on both sides of the flow channel plate 12 along the first direction x with the multi-way valve 11.

[0120] In this embodiment, the flow channel plate 12 is provided with multiple flow channels for the flow of coolant. When the multi-way valve 11 is installed on the flow channel plate 12, multiple connecting ports on the valve body are connected to the multiple flow channels, so that the connection or disconnection between the flow channels can be controlled by the rotation of the valve core, thereby realizing the switching of the thermal management system between different working modes.

[0121] The thermal management integrated module 1 also includes a motor water pump 22 and a battery water pump 32, as shown in Figure 1. The motor water pump 22 and the battery water pump 32 are installed on the same side of the flow channel plate 12 and are positioned opposite the multi-way valve 11 along the first direction x. This helps to reduce the dimensions of the flow channel plate 12 along its length direction (i.e., the second direction y) and width direction (i.e., the third direction z), thereby reducing the production cost of the flow channel plate 12 and improving space utilization. As shown in Figure 3, the motor water pump 22 is connected in series in the motor circulation loop 2 and is connected to the first connection port 111, so that the coolant flowing into the motor circulation loop 2 first flows through the motor water pump 22. The battery water pump 32 is connected in series in the battery circulation loop 3 and is connected to the third connection port 113, so that the coolant flowing into the battery circulation loop 3 first flows through the battery water pump 32. The motor water pump 22 and the battery water pump 32 are used to provide power for the coolant flowing into the motor circulation loop 2 and the coolant flowing into the battery circulation loop 3, respectively. This helps to increase the flow speed of the coolant in the thermal management system, thereby improving the heat dissipation efficiency of the motor 21 and the battery 31.

[0122] In one possible implementation, when the motor circulation loop 2 and the battery circulation loop 3 are connected in series, i.e. when the thermal management system is in the first working mode or the third working mode, the motor water pump 22 can be in the on state and the battery water pump 32 can be in the off state, or the motor water pump 22 can be in the off state and the battery water pump 32 can be in the on state, so that only one water pump provides power to the water in multiple loops, which is beneficial to further reduce energy consumption.

[0123] In one possible implementation, as shown in FIG3, the thermal management system further includes a power module 23, which is connected in series in the motor circulation loop 2, and the water inlet of the power module 23 is connected to the water outlet of the motor water pump 22, and the water outlet of the power module 23 is connected to the water inlet of the motor 21.

[0124] In one specific embodiment, as shown in Figures 2 and 3, the thermal management system further includes an expansion tank 6, which is connected to the liquid inlet 121 of the flow channel plate 12. The water outlet of the liquid inlet 121 is connected to the first connecting port 111, and the water outlet of the liquid inlet 121 is connected to the fourth connecting port 114.

[0125] In this embodiment, the expansion tank 6 is connected to the liquid replenishment port 121 of the thermal management integrated module 1 via a pipeline. Inside the flow channel plate 12, the outlet of the liquid replenishment port 121 is simultaneously connected to the first connection port 111 and the fourth connection port 114, so that the coolant in the expansion tank 6 can flow into the flow channel plate 12 through the liquid replenishment port 121 and then be diverted at the outlet of the liquid replenishment port 121 into the first connection port 111 and the fourth connection port 114 respectively. Thus, when the motor 21 and / or the battery 31 overheats, or when the internal pressure of the thermal management system is unbalanced, coolant can be replenished to the motor circulation loop 2 and the battery circulation loop 3 in a timely manner to balance the internal pressure and ensure the normal operation of the thermal management system.

[0126] Simultaneously, when the coolant flows within the motor circulation loop 2 and the battery circulation loop 3, it can also carry away any gases mixed in with the coolant in each loop. This allows the gas to be discharged from the thermal management integrated module 1 through the first connection port 111, the fourth connection port 114, and the coolant replenishment port 121, thereby improving the stability and reliability of each component during operation. Specifically, during the installation of the thermal management integrated module 1, the first connection port 111 and the fourth connection port 114 can be installed facing upwards relative to the thermal management integrated module 1, so that the gas and coolant can undergo density separation at the first connection port 111 and the fourth connection port 114, thus facilitating the discharge of the gas.

[0127] In one specific embodiment, as shown in FIG1, the thermal management system further includes a buffer 7, and the flow channel plate 12 is provided with mounting holes at both ends along the second direction y, and the buffer 7 is installed in the mounting holes.

[0128] In this embodiment, the buffer 7 is installed in the mounting hole of the flow channel plate 12 to absorb external vibrations, avoid the possibility of damage to the thermal management integrated module 1 due to vibrations, improve the stability of the thermal management integrated module 1 after installation, and the reliability of the connection between the thermal management integrated module 1 and each circuit, thereby ensuring that the thermal management system can operate normally.

[0129] In one specific embodiment, the multi-way valve 11 further includes a drive assembly, which includes a drive motor and a transmission gear set. The drive motor is connected to the valve core via the transmission gear set. The drive motor can drive the valve core to rotate relative to the valve body via the transmission gear set, so that the valve core can connect or block at least part of the connection port.

[0130] In this embodiment, the drive motor drives the valve core to rotate relative to the valve body via a transmission gear set, thereby connecting or disconnecting the various ports. Gear transmission offers smooth transmission and precise transmission ratios, which helps improve the stability and reliability of the valve core during rotation. Simultaneously, it enhances the control precision of the valve core, ensuring complete engagement with each port when rotation stops. This reduces the possibility of fluid flow obstruction due to incomplete valve core rotation, resulting in smoother fluid flow and improved heat dissipation efficiency for the motor 21 and battery 31, as well as heating efficiency for the battery 31.

[0131] In one specific embodiment, the thermal management system further includes a control device and multiple detection devices 9. The control device is signal-connected to the drive component, and the multiple detection devices 9 are connected in series in each loop to detect the temperature in each loop. The control device is used to control the drive component to start or stop moving based on the detection results of the detection devices 9.

[0132] In this embodiment, multiple detection devices 9 are connected in series in each circuit to detect the temperature of the coolant in each circuit and transmit the detection results to the control device in real time. The control device controls the drive motor to start or stop according to the detection results of the detection devices 9, thereby realizing the valve core to start or stop rotating, and thus realizing the switching of the thermal management system between the first working mode, the second working mode, the third working mode and the fourth working mode.

[0133] Therefore, by using the control device and the detection device 9 in each circuit, the automation level of the thermal management system can be improved, enabling the thermal management system to automatically switch working modes under different operating environments. This allows the motor 21 and battery 31 to quickly adapt to new working environments, thereby ensuring that the motor 21 and battery 31 can work stably under different environments. This helps to reduce the damage of environmental factors to the motor 21 and battery 31, and thus extends the service life of the motor 21 and battery 31, which is more in line with actual usage needs.

[0134] In one specific embodiment, along the flow direction of the fluid, each loop includes at least one detection device 9 connected in series at the outlet of each loop to detect the temperature of the coolant flowing out of the loop and transmit the temperature signal to the control device so that the control device can make a judgment on the temperature signal.

[0135] It should be noted that when the temperature signals of the motor circulation loop 2 and the battery circulation loop 3 are simultaneously satisfied, the control device drive assembly drives the valve core to rotate relative to the valve body.

[0136] If the temperature signal of the motor circulation loop 2 is within the first temperature range and the temperature signal of the battery circulation loop 3 is within the second temperature range, the control device controls the drive assembly to drive the valve core to rotate relative to the valve body, so that the thermal management system switches to the first working mode.

[0137] Specifically, when the detection device 9 at the outlet of the motor circulation loop 2 detects that the temperature of the coolant flowing out of the motor 21 is within the first temperature range, and the detection device 9 at the outlet of the battery circulation loop 3 detects that the temperature of the coolant flowing out of the battery 31 is within the second temperature range, the control device controls the drive assembly to rotate the valve core to connect the first connection port 111 with the fourth connection port 114, the second connection port 112 with the fifth connection port 115, and the third connection port 113 with the sixth connection port 116. This enables the motor 21 and the battery 31 to work stably in the medium-temperature environment of spring and autumn, and achieves energy saving while meeting their heat dissipation needs.

[0138] The first temperature range of the motor circulation loop 2 and the second temperature range of the battery circulation loop 3 may overlap, or their temperature ranges may be completely different.

[0139] If the temperature signal of the motor circulation loop 2 is within the third temperature range and the temperature signal of the battery circulation loop 3 is within the fourth temperature range, the control device controls the drive assembly to rotate the valve core relative to the valve body, so that the thermal management system switches to the second working mode.

[0140] Specifically, when the detection device 9 at the outlet of the motor circulation loop 2 detects that the temperature of the coolant flowing out of the motor 21 is in the third temperature range, and the detection device 9 at the outlet of the battery circulation loop 3 detects that the temperature of the coolant flowing out of the battery 31 is in the fourth temperature range, the control device controls the drive assembly to rotate the valve core to connect the first connection port 111 with the sixth connection port 116, the second connection port 112 with the fifth connection port 115, and the third connection port 113 with the fourth connection port 114. This enables the motor 21 and the battery 31 to work stably in the high-temperature environment of summer, improves the heat dissipation effect of the motor 21 and the battery 31, and improves the safety and reliability of both during operation.

[0141] The third temperature range of the motor circulation loop 2 and the fourth temperature range of the battery circulation loop 3 may overlap, or their temperature ranges may be completely different.

[0142] If the temperature signal of the motor circulation loop 2 is within the fifth temperature range and the temperature signal of the battery circulation loop 3 is within the sixth temperature range, the control device controls the drive assembly to rotate the valve core relative to the valve body, so that the thermal management system switches to the third working mode.

[0143] Specifically, when the detection device 9 at the outlet of the motor circulation loop 2 detects that the temperature of the coolant flowing out of the motor 21 is in the fifth temperature range, and the detection device 9 at the outlet of the battery circulation loop 3 detects that the temperature of the coolant flowing out of the battery 31 is in the sixth temperature range, the control device controls the drive assembly to rotate the valve core to connect the first connection port 111 with the fourth connection port 114, and the second connection port 112 with the third connection port 113. This enables the motor 21 and the battery 31 to work stably in the low-temperature environment of autumn and winter, and simultaneously meets the cooling requirements of the motor 21 and the heating requirements of the battery 31, thereby improving the energy utilization rate and reducing energy consumption.

[0144] The fifth temperature range of the motor circulation loop 2 and the sixth temperature range of the battery circulation loop 3 may overlap, or their temperature ranges may be completely different.

[0145] If the temperature signal of the motor circulation loop 2 is within the seventh temperature range and the temperature signal of the battery circulation loop 3 is within the eighth temperature range, the control device controls the drive assembly to rotate the valve core relative to the valve body, so that the thermal management system switches to the fourth working mode.

[0146] Specifically, when the detection device 9 at the outlet of the motor circulation loop 2 detects that the temperature of the coolant flowing out of the motor 21 is in the seventh temperature range, and the detection device 9 at the outlet of the battery circulation loop 3 detects that the temperature of the coolant flowing out of the battery 31 is in the eighth temperature range, the control device controls the drive assembly to rotate the valve core to connect the first connection port 111 with the eighth connection port 118, the second connection port 112 with the seventh connection port 117, and the third connection port 113 with the fourth connection port 114. This enables the motor 21 and the battery 31 to work stably in the northern winter environment, thereby ensuring that the battery 31 has good working performance in the northern winter environment, reducing the possibility of damage, and extending the service life of the battery 31.

[0147] The fifth temperature range of the motor circulation loop 2 and the sixth temperature range of the battery circulation loop 3 may overlap, or their temperature ranges may be completely different.

[0148] In addition, the first temperature range is smaller than the third temperature range, the fifth temperature range is smaller than the first temperature range, and the seventh temperature range is smaller than the fifth temperature range; the second temperature range is smaller than the fourth temperature range, the sixth temperature range is smaller than the second temperature range, and the eighth temperature range is smaller than the sixth temperature range.

[0149] During the switching of the working mode of the thermal management system, taking the first working mode as an example, when the thermal management system is in the first working mode, the temperature of the coolant in the motor circulation loop 2 is within the first temperature range, and the temperature of the coolant in the battery circulation loop 3 is within the second temperature range.

[0150] When the ambient temperature rises, the thermal management system in the first operating mode cannot effectively dissipate heat from the motor 21 and battery 31, causing the temperature of the coolant flowing out of the motor circulation loop 2 to rise to the third temperature range, and the temperature of the coolant flowing out of the battery circulation loop 3 to rise to the fourth temperature range. At this time, the detection devices 9 in the motor circulation loop 2 and the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the third temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the fourth temperature range, and controls the drive assembly to drive the valve core to start rotating relative to the valve body. The rotation stops after the thermal management system switches to the second operating mode, thus realizing the transition of the thermal management system from the first operating mode to the second operating mode.

[0151] Similarly, when the ambient temperature decreases, the detection device 9 located in the motor circulation loop 2 and the detection device 9 located in the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the first temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the second temperature range. It then controls the drive assembly to drive the valve core to start rotating relative to the valve body and stops after the thermal management system switches to the first working mode, so as to realize the conversion of the thermal management system from the second working mode to the first working mode.

[0152] When the ambient temperature drops, the thermal management system in the first operating mode cannot effectively heat the motor 21 and battery 31, causing the temperature of the coolant flowing out of the motor circulation loop 2 to drop to the fifth temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 to drop to the sixth temperature range. At this time, the detection devices 9 in the motor circulation loop 2 and the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the fifth temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the sixth temperature range, and controls the drive assembly to drive the valve core to start rotating relative to the valve body. This rotation stops after the thermal management system switches to the third operating mode, thus realizing the transition of the thermal management system from the first operating mode to the third operating mode.

[0153] Similarly, when the ambient temperature rises, the detection device 9 located in the motor circulation loop 2 and the detection device 9 located in the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the first temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the second temperature range. It then controls the drive assembly to drive the valve core to start rotating relative to the valve body and stops after the thermal management system switches to the first working mode, so as to realize the conversion of the thermal management system from the third working mode to the first working mode.

[0154] When the ambient temperature continues to drop, the thermal management system in the third operating mode cannot effectively heat the motor 21 and battery 31, causing the temperature of the coolant flowing out of the motor circulation loop 2 to drop to the seventh temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 to drop to the eighth temperature range. At this time, the detection devices 9 in the motor circulation loop 2 and the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the seventh temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the eighth temperature range, and controls the drive assembly to drive the valve core to start rotating relative to the valve body. This rotation stops after the thermal management system switches to the fourth operating mode, thus realizing the transition of the thermal management system from the third to the fourth operating mode.

[0155] Similarly, when the ambient temperature rises, the detection device 9 located in the motor circulation loop 2 and the detection device 9 located in the battery circulation loop 3 can transmit the detected temperature signals to the control device in real time. The control device determines that the temperature of the coolant in the motor circulation loop 2 is within the fifth temperature range and the temperature of the coolant flowing out of the battery circulation loop 3 is within the sixth temperature range. It then controls the drive assembly to drive the valve core to start rotating relative to the valve body and stops after the thermal management system switches to the third working mode, so as to realize the conversion of the thermal management system from the fourth working mode to the third working mode.

[0156] More specifically, each loop includes multiple of the detection devices 9 described above.

[0157] In the motor circulation loop 2, both the inlet and outlet of the motor circulation loop 2 are equipped with detection devices 9; in the battery circulation loop 3, both the inlet and outlet of the heating device 34, both the inlet and outlet of the cooling device 33, and both the inlet and outlet of the battery 31 are equipped with detection devices 9; in the heat dissipation loop 4, both the inlet and outlet of the heat dissipation device 41 are equipped with detection devices 9; and in the waste heat recovery loop 5, both the inlet and outlet of the waste heat recovery device 51 are equipped with detection devices 9.

[0158] Therefore, by setting multiple detection devices 9 in each loop and connecting them in series upstream and downstream of each component, the accuracy of the detection results can be improved. For example, the temperature difference between the inlet and outlet of each component can be used to determine whether the component has effectively cooled or heated the coolant flowing through it. Simultaneously, the temperature difference between the inlet and outlet of each loop can also be used to determine whether the current operating mode is suitable for the current environment. This allows the thermal management system to change its operating mode based on more accurate detection results, which helps reduce the impact of environmental factors on the motor 21, battery 31, and other components, thereby extending the service life of each component. Furthermore, it also reduces the possibility of excessive energy consumption.

[0159] In one specific embodiment, the thermal management system further includes an air conditioning system loop 8, as shown in Figures 8, 9 and 10. The air conditioning system loop 8 includes a compressor 81, a motor 21 with a motor heat exchange structure, and a battery 31 with a battery heat exchange structure.

[0160] Specifically, the inlet of the first channel of the cooling device 33 is connected to the third port 113 of the multi-way valve 11, the outlet of the first channel of the cooling device 33 is connected to the inlet of the battery heat exchange structure, and the outlet of the battery heat exchange structure is connected to the fourth port 114 of the multi-way valve 11; the second channel of the cooling device 33 is connected to the air conditioning system circuit 8, and along the refrigerant flow direction, the cooling device 33 is located upstream of the compressor 81.

[0161] Specifically, the inlet of the first channel of the waste heat recovery device 51 is connected to the seventh port 117 of the multi-way valve 11, and the outlet of the first channel of the waste heat recovery device 51 is connected to the eighth port 118 of the multi-way valve 11; the second channel of the waste heat recovery device 51 is connected to the air conditioning system circuit 8, and along the refrigerant flow direction, the waste heat recovery device 51 is located upstream of the compressor 81.

[0162] Based on the aforementioned thermal management system including the air conditioning system circuit 8, the high-temperature coolant in the battery circulation circuit 3 can be directly heat-exchanged through the cooling device 33, so that the cooled coolant after heat exchange can cool the battery 31, reduce the low-temperature consumption of coolant, and improve cooling efficiency. The heat of the high-temperature coolant in the motor circulation circuit 2 can also be recovered through the waste heat recovery device 51, so that it can be reused by the air conditioning system circuit 8, reducing the use of heating equipment in the air conditioning system circuit 8, thereby reducing overall energy consumption and increasing the vehicle's driving range.

[0163] In one specific implementation, as shown in FIG9, the air conditioning system circuit 8 further includes an indoor condenser 82, an outdoor heat exchanger 83, an indoor evaporator 84, a heating valve 85, a battery expansion valve 86, an evaporator expansion valve 87, a filter valve 88, an electronic expansion valve 89, a gas-liquid separator 810, a dehumidification valve 811, and a high-pressure check valve 812.

[0164] Specifically, the inlet of the indoor condenser 82 is connected to the outlet of the compressor 81, the outlet of the indoor condenser 82 can be connected to the inlet of the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89, the outlet of the outdoor heat exchanger 83 can be connected to the inlet of the second channel of the waste heat recovery device 51 through the heating valve 85, the outlet of the second channel of the waste heat recovery device 51 is connected to the inlet of the gas-liquid separator 810, and the outlet of the gas-liquid separator 810 is connected to the inlet of the compressor 81 to form a heating circuit.

[0165] Among them, the filter valve 88 is used to filter impurities in the refrigerant, and the gas-liquid separator 810 is used to separate the refrigerant flowing back to the compressor 81 by gas and liquid, and retain the separated liquid in the gas-liquid separator 810, thereby preventing the gas-liquid mixed refrigerant from causing liquid slugging damage to the compressor 81.

[0166] Meanwhile, the outlet of the indoor condenser 82 can also be connected to the inlet of the battery expansion valve 86 and the inlet of the evaporator expansion valve 87 via the dehumidification valve 811.

[0167] Alternatively, the outlet of the outdoor heat exchanger 83 can be connected to the inlet of the battery expansion valve 86 and the inlet of the evaporator expansion valve 87 via a high-pressure one-way valve 812. When the battery expansion valve 86 is open, its outlet is connected to the inlet of the second channel of the cooling device 33, the outlet of the second channel of the cooling device 33 is connected to the inlet of the gas-liquid separator 810, and the outlet of the gas-liquid separator 810 is connected to the inlet of the compressor 81, thus forming a first refrigeration circuit. When the evaporator expansion valve 87 is open, its outlet is connected to the inlet of the indoor evaporator 84, the outlet of the indoor evaporator 84 is connected to the inlet of the gas-liquid separator 810, and the outlet of the gas-liquid separator 810 is connected to the inlet of the compressor 81, thus forming a second refrigeration circuit.

[0168] It should be noted that when the air conditioning system circuit 8 is in heating mode, the outdoor heat exchanger 83 acts as an evaporator to perform the evaporation function, and when the air conditioning system circuit 8 is in non-heating mode, the outdoor heat exchanger 83 acts as a condenser to perform the condensation function.

[0169] The connection (connection) in the embodiments of this application may include a direct connection (connection) or an indirect connection (connection).

[0170] In one specific implementation, as shown in FIG9, when the thermal management system further includes an air conditioning system loop 8, the detection device 9 includes a first temperature sensor 91, a second temperature sensor 92, a third temperature sensor 93, and a temperature and pressure sensor 117.

[0171] The motor circulation loop 3 includes at least two first temperature sensors 91, one of which is connected between the first connection port 111 and the inlet of the motor water pump 22, and the other is connected between the outlet of the motor heat exchange structure and the second connection port 112. These sensors are used to detect the temperature of the coolant at both ends of the motor 21 and the power module 23 in the motor circulation loop 2, thereby determining whether the heat dissipation mode of the two needs to be adjusted or whether the waste heat of the coolant flowing through the motor 21 and the power module 23 needs to be recovered.

[0172] The battery circulation loop 3 includes at least two second temperature sensors 92, one of which is connected between the first channel outlet of the cooling device 33 and the inlet of the battery heat exchange structure, and the other is connected between the outlet of the battery heat exchange structure and the fourth communication port 114. These sensors are used to detect the temperature of the coolant at both ends of the battery 31 in the battery circulation loop 3, thereby combining the temperature of the coolant at both ends of the battery 31 with the sensing results of the temperature sensors inside the battery 31 to determine the cooling or heating requirements of the battery 31.

[0173] The air conditioning system circuit 8 includes at least four third temperature sensors 93. Two of them are connected to the inlet and outlet of the compressor 81, respectively, to detect the temperature of the refrigerant at both ends of the compressor 81. This allows the compressor 81 speed to be controlled based on the temperature of the refrigerant at both ends of the compressor 81, thereby improving the control accuracy of the compressor 81's working state and enhancing the stability and reliability of the compressor 81 during operation. The other two are connected around the outdoor heat exchanger 83 and the indoor evaporator 84, respectively, to detect the temperature of the air around them.

[0174] The air conditioning system circuit 8 includes at least two temperature and pressure sensors 94. One sensor is connected between the outlet of the indoor condenser 82 and the inlet of the filter valve 88 to detect the temperature and pressure at the outlet of the indoor condenser 82. The other sensor is connected between the outlet of the indoor evaporator 84 and the inlet of the compressor 81 to detect the temperature and pressure at the outlet of the indoor evaporator 84. The opening of the evaporator expansion valve 86 is adjusted according to the temperature and pressure at the outlet of the indoor evaporator 84, thereby adjusting the cooling effect of the passenger compartment.

[0175] In one specific implementation, as shown in Figure 10, the cooling device 33, waste heat recovery device 51, heating valve 85, battery expansion valve 86, evaporator expansion valve 87, filter valve 88, electronic expansion valve 89, dehumidification valve 811, and some detection devices 9 can be integrated into an integrated valve island to enable switching between multiple modes, thereby meeting the different needs of the vehicle under different conditions and adapting to changes in diverse environments.

[0176] It should be noted that the thermal management system in this embodiment can be a direct heat pump system. The electronic expansion valve 89 can simultaneously achieve the functions of EXV and SOV, that is, it can simultaneously perform thermal management control on the gas and liquid flowing in different cooling pipes.

[0177] In one specific implementation, when the thermal management system also includes an air conditioning system loop 8, as shown in Figure 11, when the outdoor ambient temperature T1 meets the condition of 10℃ < T1 and the user turns on the air conditioning, it is considered that the passenger compartment has a cooling demand. When the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation loop 2 is in the third temperature range, it is considered that the motor 21 and the power module 23 have a heat dissipation demand. At this time, the control device controls the thermal management system to be in the fifth working mode.

[0178] Specifically, the first connecting port 111 is connected to the sixth connecting port 116, and the second connecting port 112 is connected to the fifth connecting port 115. That is, the water inlet of the motor circulation loop 2 is connected to the water outlet of the heat dissipation loop 4, and the water outlet of the motor circulation loop 2 is connected to the water inlet of the heat dissipation loop 4. This allows the motor circulation loop 2 and the heat dissipation loop 4 to be connected in series through the multi-way valve 111, thereby enabling the heat dissipation device 41 to dissipate heat from the motor 21 independently, which is beneficial to improving the heat dissipation effect of the motor 21.

[0179] At the same time, the compressor 81 is started, the outdoor heat exchanger 83 is started, the indoor evaporator 84 is started, the evaporator expansion valve 87 is turned on, the electronic expansion valve 89 is turned on, and the high-pressure check valve 812 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment cooling mode.

[0180] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant condenses and releases heat in the outdoor heat exchanger 83, and then flows into the indoor evaporator 84 through the high-pressure one-way valve 812 and the evaporator expansion valve 87. The refrigerant evaporates and absorbs heat in the indoor evaporator 84, and then flows back to the compressor 81. The refrigerant can cycle through the above process to meet the cooling needs of the passenger cabin.

[0181] Among them, the electronic expansion valve 89 can function as a bypass valve, enabling the outdoor heat exchanger 83 to act as a condenser and provide condensation.

[0182] Therefore, when the thermal management system is in the fifth working mode, the motor 21 is cooled separately by the heat dissipation device 41, which helps to improve the heat dissipation efficiency, optimize the heat dissipation effect on the motor 21, and eliminates the need to start the vehicle's indoor condenser 82 for condensation operation, which helps to save vehicle battery power, reduce vehicle battery power consumption, increase vehicle range, and improve user experience.

[0183] In one specific implementation, when the thermal management system also includes an air conditioning system loop 8, as shown in Figure 12, when the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation loop 2 is in the third temperature range, it is considered that the motor 21 and the power module 23 have a heat dissipation requirement. When the second temperature sensor 92 detects that the temperature of the coolant in the battery circulation loop 3 is in the fourth temperature range, the battery 31 has a cooling requirement. At this time, the control device controls the thermal management system to be in the second working mode.

[0184] Specifically, the first connecting port 111 is connected to the sixth connecting port 116, the second connecting port 112 is connected to the fifth connecting port 115, and the third connecting port 113 is connected to the fourth connecting port 114. The cooling device 33 is activated, that is, the water inlet of the motor circulation loop 2 is connected to the water outlet of the heat dissipation loop 4, the water outlet of the motor circulation loop 2 is connected to the water inlet of the heat dissipation loop 4, and the water inlet of the battery circulation loop 3 is connected to its water outlet. This allows the motor circulation loop 2 and the heat dissipation loop 4 to be connected in series through the multi-way valve 111 and separated from the battery circulation loop 3. This allows the heat dissipation device 41 to dissipate heat from the motor 21 alone, and the cooling device 33 to dissipate heat from the battery 31 alone, which is beneficial to improving the heat dissipation effect on the motor 21 and the battery 31.

[0185] At the same time, the compressor 81 is started, the outdoor heat exchanger 83 is started, the battery expansion valve 86 is turned on, the electronic expansion valve 89 is turned on, and the high-pressure check valve 812 is turned on, so that the air conditioning system circuit 8 is in battery cooling mode.

[0186] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant condenses and releases heat in the outdoor heat exchanger 83, and then flows into the cooling device 33 through the high-pressure one-way valve 812 and the battery expansion valve 86. The refrigerant evaporates and absorbs heat in the cooling device 33, and then flows back to the compressor 81. The refrigerant can cycle through the above process to meet the cooling needs of the battery 31.

[0187] When the air conditioning system circuit 8 is in battery cooling mode, the opening of the battery expansion valve 86 can be controlled based on the temperature and pressure values ​​at the outlet of the second channel of the cooling device 33. Specifically, a temperature and pressure sensor 94 can be installed at the outlet of the second channel of the cooling device 33 to determine the opening of the battery expansion valve 86 based on its detection results, thereby facilitating corresponding adjustments to the opening of the battery expansion valve 86.

[0188] Therefore, when the thermal management system is in the second working mode, the cooling device 33 can realize the heat exchange between the coolant in the battery circulation loop 3 and the refrigerant in the air conditioning system loop 8, which helps to reduce the consumption of vehicle battery power and increase vehicle driving range.

[0189] In one specific implementation, when the thermal management system further includes an air conditioning system loop 8, as shown in Figure 13, when the outdoor ambient temperature T1 meets the condition of 10℃ < T1 and the user turns on the air conditioning, it is considered that the passenger compartment has a cooling demand. When the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation loop 2 is in the third temperature range, it is considered that the motor 21 and the power module 23 have a heat dissipation demand. When the second temperature sensor 92 detects that the temperature of the coolant in the battery circulation loop 3 is in the fourth temperature range, the battery 31 has a cooling demand. At this time, the control device controls the thermal management system to be in the sixth working mode.

[0190] Specifically, the first connecting port 111 is connected to the sixth connecting port 116, the second connecting port 112 is connected to the fifth connecting port 115, and the third connecting port 113 is connected to the fourth connecting port 114. The cooling device 33 is activated, that is, the water inlet of the motor circulation loop 2 is connected to the water outlet of the heat dissipation loop 4, the water outlet of the motor circulation loop 2 is connected to the water inlet of the heat dissipation loop 4, and the water inlet of the battery circulation loop 3 is connected to its water outlet. This allows the motor circulation loop 2 and the heat dissipation loop 4 to be connected in series through the multi-way valve 111 and separated from the battery circulation loop 3. This allows the heat dissipation device 41 to dissipate heat from the motor 21 alone, and the cooling device 33 to dissipate heat from the battery 31 alone, which is beneficial to improving the heat dissipation effect on the motor 21 and the battery 31.

[0191] At the same time, the compressor 81 is started, the outdoor heat exchanger 83 is started, the indoor evaporator 84 is started, the battery expansion valve 86 is turned on, the evaporator expansion valve 87 is turned on, the electronic expansion valve 89 is turned on, and the high-pressure one-way valve 812 is turned on, so that the air conditioning system circuit 8 is in dual cooling mode.

[0192] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant condenses and releases heat in the outdoor heat exchanger 83, and then flows into the cooling device 33 and the indoor evaporator 84 through the high-pressure one-way valve 812, the battery expansion valve 86 and the evaporator expansion valve 87 respectively. The refrigerant evaporates and absorbs heat in the cooling device 33 and the indoor evaporator 84, and then flows back to the compressor 81. The refrigerant can cycle through the above process to meet the cooling needs of the battery 31 and the crew cabin.

[0193] When the air conditioning system circuit 8 is in dual cooling mode, the opening of the battery expansion valve 86 and the evaporator expansion valve 87 can be adjusted based on the temperature difference between the inlet and outlet coolant of the battery 31. Specifically, the temperature of the coolant before and after cooling the battery 31 can be detected by the second temperature sensor 92 at both ends of the battery 31 (i.e., the temperature of the coolant at the inlet and outlet of the battery 31), and the corresponding temperature difference can be calculated, for example, by subtracting the temperature of the coolant before cooling from the temperature of the coolant after cooling. More specifically, the opening of the battery expansion valve 86 and the evaporator expansion valve 87 is calculated using PID control based on the obtained temperature difference, and the opening of the battery expansion valve 86 and the evaporator expansion valve 87 is adjusted accordingly.

[0194] In one possible implementation, when the air conditioning system circuit 8 is in dual cooling mode, during the adjustment of the opening of the battery expansion valve 86 and the evaporator expansion valve 87, the opening of the battery expansion valve 86 can be prioritized to ensure that the battery 31 is within a suitable operating temperature range.

[0195] Therefore, when the thermal management system is in the sixth working mode, the heat dissipation device 41 is used to cool the motor 21 separately, which helps to improve the heat dissipation efficiency and optimize the heat dissipation effect on the motor 21. The cooling device 33 is used to cool the battery 31 separately, which not only optimizes the cooling effect on the battery 31, but also reduces the consumption of vehicle battery power and increases the vehicle's driving range.

[0196] In one specific implementation, when the thermal management system also includes an air conditioning system loop 8, as shown in Figure 14, when the outdoor ambient temperature T1 meets the condition of -10℃ < T1 < 5℃ and the user turns on the air conditioning, it is considered that the passenger compartment has a heating demand. At this time, the control device controls the thermal management system to be in the seventh working mode.

[0197] Specifically, the compressor 81 is started, the indoor condenser 82 is started, the outdoor heat exchanger 83 is started, the heating valve 85 is turned on, and the electronic expansion valve 89 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment heating mode.

[0198] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat. Then, it flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant evaporates and absorbs heat in the outdoor heat exchanger 83, and then flows back to the compressor 81 through the heating valve 85. The refrigerant can cycle through the above process to meet the heating needs of the passenger compartment.

[0199] The electronic expansion valve 89 functions as an expansion valve, allowing the outdoor heat exchanger 83 to act as an evaporator. Specifically, the refrigerant output from the indoor condenser 82 can evaporate and absorb heat in the outdoor heat exchanger 83, thus allowing the refrigerant to be compressed again by the compressor 81 and then condensed and released heat in the indoor condenser 102 to heat the passenger compartment.

[0200] Meanwhile, when the motor 21 and power module 22 are in operation, the heat of the coolant in the motor circulation loop 2 can be recovered during the process of the refrigerant flowing through the waste heat recovery device 51, so that the temperature of the returning refrigerant can be further increased. This allows the compressor 81 to reduce the power consumption required to compress the refrigerant, thus saving the vehicle battery during the heating process of the passenger compartment and increasing the vehicle's driving range.

[0201] In one specific implementation, when the thermal management system also includes an air conditioning system loop 8, as shown in Figure 15, when the outdoor ambient temperature T1 satisfies -10℃ < T1 < 5℃ and the user turns on the air conditioning, it is considered that the passenger compartment has a heating demand. When the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation loop 2 is in the seventh temperature range, it is considered that the motor circulation loop 2 meets the waste heat recovery conditions. At this time, the control device controls the thermal management system to be in the eighth working mode.

[0202] Specifically, the first connection port 111 is connected to the eighth connection port 118, and the second connection port 112 is connected to the seventh connection port 117. That is, the water inlet of the motor circulation loop 2 is connected to the water outlet of the waste heat recovery loop 5, and the water outlet of the motor circulation loop 2 is connected to the water inlet of the waste heat recovery loop 5, so that the motor circulation loop 2 and the waste heat recovery loop 5 are connected in series through the thermal management integrated module 1.

[0203] During operation, the motor 21 continuously generates heat, causing coolant to flow from the first connection port 111 into the motor circulation loop 2 to absorb the heat generated by the motor 21. After absorption, the coolant flows out of the motor circulation loop 2 from the second connection port 112, at which point the coolant flowing out from the second connection port 112 has a higher temperature. When this higher-temperature coolant flows into the waste heat recovery loop 5 from the seventh connection port 117, the waste heat recovery device 51 can absorb the heat in the coolant and transfer it to the passenger compartment or other areas requiring heating, thus achieving waste heat recovery and utilization. Simultaneously, the coolant flowing out of the waste heat recovery loop 5 from the eighth connection port 118 has a lower temperature and can flow back into the motor circulation loop 2 from the first connection port 111 to cool the motor 21.

[0204] At the same time, the compressor 81 is started, the indoor condenser 82 is started, the outdoor heat exchanger 83 is started, the heating valve 85 is turned on, and the electronic expansion valve 89 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment heating mode.

[0205] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat. Then, it flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant evaporates and absorbs heat in the outdoor heat exchanger 83, and then flows into the waste heat recovery device 51 through the heating valve 85. The refrigerant evaporates and absorbs heat in the waste heat recovery device 51, and then flows back to the compressor 81. The refrigerant can cycle through the above process to meet the heating needs of the passenger compartment.

[0206] The refrigerant output from the outdoor heat exchanger 83 can evaporate and absorb heat in the waste heat recovery device 51, absorbing the heat of the coolant in the motor circulation loop 2. This allows the refrigerant, after further absorbing heat, to be compressed again by the compressor 81 and then condensed and released heat in the indoor condenser 102 to heat the passenger compartment.

[0207] Therefore, when the thermal management system is in the eighth working mode, the waste heat recovery device 51 can cool down the motor circulation loop 2, which is beneficial to improve energy utilization efficiency and achieve further energy saving. The waste heat recovery device 51 can also realize heat exchange between the coolant in the motor circulation loop 2 and the refrigerant in the air conditioning system loop 8, so that the compressor 81 does not need to consume a lot of power to compress the refrigerant, reducing the consumption of vehicle battery power and thus increasing the vehicle's driving range.

[0208] In one specific implementation, when the thermal management system also includes an air conditioning system loop 8, as shown in Figure 16, when the outdoor ambient temperature T1 satisfies -10℃ < T1 < 5℃ and the user turns on the air conditioning, it is considered that the passenger compartment has a heating demand. When the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation loop 2 is in the seventh temperature range, it is considered that the motor circulation loop 2 meets the waste heat recovery conditions. When the second temperature sensor 92 detects that the temperature of the coolant in the battery circulation loop 3 is in the fourth temperature range, the battery 31 has a cooling demand. At this time, the control device controls the thermal management system to be in the ninth working mode.

[0209] Specifically, by controlling the connection between the third connection port 113 and the fourth connection port 114, the cooling device 33 is activated, that is, the water inlet of the battery circulation loop 3 is connected to its water outlet, and the cooling device 33 dissipates heat from the battery 31 separately, which is beneficial to improving the heat dissipation effect of the battery 31.

[0210] At the same time, the compressor 81 is started, the indoor condenser 82 is started, the outdoor heat exchanger 83 is started, the battery expansion valve 86 is turned on, the electronic expansion valve 89 is turned on, the dehumidification valve 811 is turned on, and the high-pressure one-way valve 812 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment heating mode.

[0211] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat. Then, a portion of the refrigerant flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. This portion of the refrigerant evaporates and absorbs heat in the outdoor heat exchanger 83, and then flows into the cooling device 33 through the high-pressure one-way valve 812 and the battery expansion valve 86. This portion of the refrigerant evaporates and absorbs heat in the cooling device 33, and then flows into the gas-liquid separator 810. This portion of the refrigerant undergoes gas-liquid separation in the gas-liquid separator 810, and then flows back to the compressor 81. The refrigerant can cycle through the above process to meet the heating requirements of the passenger cabin.

[0212] Another portion of the refrigerant, after being condensed and released heat by the indoor condenser 82, flows into the cooling device 33 through the filter valve 88, the dehumidification valve 811 and the battery expansion valve 86. This portion of the refrigerant evaporates and absorbs heat in the cooling device 33, and then flows back to the compressor 81.

[0213] Therefore, when the thermal management system is in the ninth working mode, the cooling device 33 realizes the heat exchange between the coolant in the battery circulation loop 3 and the refrigerant in the air conditioning system loop 8, so as to make secondary use of the heat of the coolant in the battery circulation loop 3, thereby further reducing the consumption of vehicle battery power.

[0214] In one specific implementation, when the thermal management system also includes an air conditioning system circuit 8, as shown in Figure 17, when the humidity inside the vehicle is greater than the preset humidity, it is considered that the passenger compartment has a dehumidification requirement. At this time, the control device controls the thermal management system to be in the tenth working mode.

[0215] Specifically, the compressor 81 is started, the indoor condenser 82 is started, the outdoor heat exchanger 83 is started, the indoor evaporator 84 is started, the evaporator expansion valve 87 is turned on, the electronic expansion valve 89 is turned on, and the high-pressure one-way valve 812 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment dehumidification mode.

[0216] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat, and then flows into the outdoor heat exchanger 83 through the electronic expansion valve 89. The refrigerant condenses and releases heat in the outdoor heat exchanger 83, and then flows into the indoor evaporator 84 through the evaporator expansion valve 87. The refrigerant evaporates and absorbs heat in the indoor evaporator 84, and then flows back to the compressor 81. The circulation of refrigerant condenses water vapor in the humid air into water and discharges it from the air conditioning unit to the outside of the vehicle, thereby achieving the purpose of dehumidification and meeting the dehumidification needs of the passenger compartment.

[0217] Therefore, when the thermal management system is in the tenth working mode, the humid air in the passenger compartment absorbs heat through multiple evaporations, eventually causing the water vapor in the humid air to condense into water near the indoor evaporator 84 and be discharged outside the vehicle from the air conditioning unit.

[0218] In one specific implementation, when the thermal management system also includes an air conditioning system circuit 8, as shown in Figure 18, when the humidity inside the vehicle is greater than the preset humidity, it is considered that the passenger compartment has a dehumidification requirement. When the outdoor ambient temperature T1 meets the condition of 10℃ < T1 and the user turns on the air conditioning, it is considered that the passenger compartment has a cooling requirement. When the second temperature sensor 92 detects that the temperature of the coolant in the battery circulation circuit 3 is in the fourth temperature range, it is considered that the battery 31 has a cooling requirement. At this time, the control device controls the thermal management system to be in the eleventh working mode.

[0219] Specifically, by connecting the third connection port 113 and the fourth connection port 114, the cooling device 33 is activated, that is, the water inlet of the battery circulation loop 3 is connected to its water outlet, so that the cooling device 33 can dissipate heat from the battery 31 independently, which is beneficial to improving the heat dissipation effect of the battery 31.

[0220] At the same time, the compressor 81 is started, the indoor condenser 82 is started, the outdoor heat exchanger 83 is started, the indoor evaporator 84 is started, the battery expansion valve 86 is turned on, the evaporator expansion valve 87 is turned on, the electronic expansion valve 89 is turned on, and the high-pressure one-way valve 812 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment cooling and dehumidification mode.

[0221] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat. Then, it flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant condenses and releases heat in the outdoor heat exchanger 83, and then flows into the cooling device 33 and the indoor evaporator 84 through the high-pressure one-way valve 812, the battery expansion valve 86 and the evaporator expansion valve 87 respectively. The refrigerant evaporates and absorbs heat in the cooling device 33 and the indoor evaporator 84, and then flows back to the compressor 81. The circulation of the refrigerant condenses water vapor in the humid air into water and discharges it from the air conditioning unit to the outside of the vehicle, thereby achieving the purpose of dehumidification and meeting the cooling and dehumidification needs of the passenger compartment.

[0222] In one specific implementation, when the thermal management system also includes an air conditioning system circuit 8, as shown in Figure 19, when the humidity inside the vehicle is greater than the preset humidity, it is considered that the passenger compartment has a dehumidification requirement. When the outdoor ambient temperature T1 meets the condition of -10℃ < T1 < 5℃ and the user turns on the air conditioning, it is considered that the passenger compartment has a heating requirement. When the first temperature sensor 91 detects that the temperature of the coolant in the motor circulation circuit 2 is in the seventh temperature range, it is considered that the motor circulation circuit 2 meets the waste heat recovery conditions. When the second temperature sensor 92 detects that the temperature of the coolant in the battery circulation circuit 3 is in the fourth temperature range, it is considered that the battery 31 has a cooling requirement. At this time, the control device controls the thermal management system to be in the twelfth working mode.

[0223] Specifically, the first connection port 111 is connected to the eighth connection port 118, the second connection port 112 is connected to the seventh connection port 117, and the third connection port 113 is connected to the fourth connection port 114. The cooling device 33 is then activated, meaning that the water inlet of the motor circulation loop 2 is connected to the water outlet of the waste heat recovery loop 5, the water outlet of the motor circulation loop 2 is connected to the water inlet of the waste heat recovery loop 5, and the water inlet of the battery circulation loop 3 is connected to its water outlet. This allows the motor circulation loop 2 and the waste heat recovery loop 5 to be connected in series via the multi-way valve 111. The cooling device 33 then separately dissipates heat from the battery 31, which helps to improve the heat dissipation effect on the battery 31.

[0224] At the same time, the compressor 81, indoor condenser 82, outdoor heat exchanger 83, indoor evaporator 84 are started, heating valve 85 is turned on, battery expansion valve 86 is turned on, evaporator expansion valve 87 is turned on, electronic expansion valve 89 is turned on, dehumidification valve 811 is turned on, and high-pressure check valve 812 is turned on, so that the air conditioning system circuit 8 is in the passenger compartment heating and dehumidification mode.

[0225] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the indoor condenser 82 to condense and release heat. Then, a portion of the refrigerant flows through the filter valve 88 and the electronic expansion valve 89 into the outdoor heat exchanger 83. This portion of the refrigerant evaporates and absorbs heat in the outdoor heat exchanger 83. Then, a portion of the refrigerant flows through the heating valve 85 into the waste heat recovery device 51. This portion of the refrigerant evaporates and absorbs heat in the waste heat recovery device 51 and then flows back to the compressor 81. The circulation of the refrigerant condenses water vapor in the humid air into water and discharges it from the air conditioning unit to the outside of the vehicle, thereby achieving the purpose of dehumidification and meeting the heating and dehumidification needs of the passenger compartment.

[0226] Another portion of the refrigerant, after evaporating and absorbing heat in the outdoor heat exchanger 83, flows into the cooling device 33 and the indoor evaporator 84 through the high-pressure one-way valve 812, the battery expansion valve 86 and the evaporator expansion valve 87 respectively. This portion of the refrigerant evaporates and absorbs heat in the cooling device 33 and the indoor evaporator 84, and then flows back to the compressor 81.

[0227] Another portion of the refrigerant, after being condensed and released heat by the indoor condenser 82, flows into the cooling device 33 and the indoor evaporator 84 through the filter valve 88, dehumidification valve 811, battery expansion valve 86 and evaporator expansion valve 87, respectively. This portion of the refrigerant evaporates and absorbs heat in the cooling device 33 and the indoor evaporator 84, and then flows back to the compressor 81.

[0228] In one specific implementation, when the thermal management system also includes an air conditioning system circuit 8, as shown in Figure 20, when the air conditioning system circuit 8 is in the passenger compartment heating mode or the passenger compartment heating and dehumidification mode, if the outdoor temperature T1 satisfies -10℃ < T1 < 5℃, and also satisfies T0 + T2 < T1 with the outdoor heat exchanger 83 outlet temperature T2 and the correction value T0, and the current state is maintained for a preset time, then it is considered that the vehicle currently has a defrosting requirement. At this time, the control device controls the thermal management system to be in the thirteenth working mode.

[0229] Specifically, the compressor 81 is started, the outdoor heat exchanger 83 is started, the heating valve 85 is turned on, and the electronic expansion valve 89 is turned on, so that the air conditioning system circuit 8 is in defrosting mode.

[0230] At this time, the compressor 81 outputs pressurized refrigerant, which flows into the outdoor heat exchanger 83 through the filter valve 88 and the electronic expansion valve 89. The refrigerant evaporates and absorbs heat in the outdoor heat exchanger 83, and then flows back to the compressor 81 through the heating valve 85. The refrigerant can cycle through the above process to meet the defrosting needs of the vehicle.

[0231] An embodiment of this application also provides a vehicle, which includes a vehicle body and a thermal management system installed on the vehicle body, the thermal management system being the thermal management system described above.

[0232] In this embodiment of the application, when the vehicle is equipped with the thermal management system described above, the vehicle includes at least four driving states to utilize different environments.

[0233] In the spring and autumn, under moderate temperature conditions, the thermal management system switches to the first working mode, using only the low-temperature radiator to dissipate heat from the motor 21 and battery 31, which helps reduce the energy consumption of the whole vehicle and increase the vehicle's driving range.

[0234] In high-temperature environments during summer, the thermal management system switches to the second operating mode, using the heat dissipation device 41 and the cooling device 33 to separately dissipate heat from the motor 21 and the battery 31, which helps to improve heat dissipation efficiency and optimize the heat dissipation effect on the motor 21 and the battery 31, thereby improving the safety of the vehicle during driving.

[0235] In the low-temperature environment of autumn and winter, the thermal management system switches to the third working mode, which heats up the battery 31 in the battery circulation loop 3 through the motor circulation loop 2, and cools down the motor 21 through the battery circulation loop 3. This helps to improve the energy utilization rate and reduce energy consumption.

[0236] In the northern winter environment, the thermal management system switches to the fourth working mode, and heats the battery 31 through the heating device 34 to ensure that the battery 31 has good working performance in the northern winter environment, reduce the possibility of damage, and extend the service life of the battery 31; the waste heat recovery device 51 cools down the motor circulation loop 2, which helps to improve energy utilization efficiency and further reduce energy consumption.

[0237] Therefore, the vehicle in this embodiment can have different driving states in different environments, reducing the impact of environmental factors on the motor 21, battery 31 and other components, extending the service life of each component, and optimizing the performance of the vehicle.

[0238] The above description, based on the embodiments shown in the drawings, details the structure, features, and effects of this application. The above description is only a preferred embodiment of this application, but this application does not limit the scope of implementation to what is shown in the drawings. Any changes made in accordance with the concept of this application, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and drawings, should be within the protection scope of this application.

Claims

1. A thermal management system, characterized by, The thermal management system includes: A thermal management integrated module, the thermal management integrated module including a multi-way valve, the multi-way valve including a valve body and a valve core, the valve body being provided with multiple communication ports; The motor is connected to the first and second communication ports through a motor circulation loop. The battery is connected to the third and fourth communication ports via a battery circulation loop. A heat dissipation device, wherein the heat dissipation device is connected to the fifth and sixth communication ports via a heat dissipation circuit; The battery circulation loop includes a cooling device, which is connected in series with the battery. The valve core is rotatable relative to the valve body, so that the thermal management system includes at least a first operating mode and a second operating mode. In the first working mode, the first connection port is connected to the fourth connection port, the second connection port is connected to the fifth connection port, the sixth connection port is connected to the third connection port, the cooling device is in the off state, and the heat dissipation device is used to dissipate heat from the motor and the battery. In the second working mode, the first connection port is connected to the sixth connection port, the second connection port is connected to the fifth connection port, the third connection port is connected to the fourth connection port, the cooling device is in the on state, the heat dissipation device is used to dissipate heat from the motor, and the cooling device is used to dissipate heat from the battery.

2. The thermal management system of claim 1, wherein, The thermal management system further includes a third operating mode, in which the first connection port is connected to the fourth connection port, the second connection port is connected to the third connection port, the cooling device is in a closed state, and the motor is used to heat the battery.

3. The thermal management system of claim 1, wherein, The battery circulation loop also includes a heating device, and the heating device is connected in series with the battery; The thermal management system further includes a fourth operating mode, in which the third connection port is connected to the fourth connection port, the cooling device is in a closed state, the heating device is in a closed state, and the heating device is used to heat the battery.

4. The thermal management system of claim 1, wherein, The thermal management system also includes a waste heat recovery device, which is connected to the seventh and eighth communication ports via a waste heat recovery loop. The thermal management system further includes a fourth operating mode, in which the first connection port is connected to the eighth connection port, the second connection port is connected to the seventh connection port, and the waste heat recovery device is used to recover the heat generated by the motor.

5. The thermal management system of any one of claims 1-4, wherein, The first channel of the cooling device is connected to the battery circulation loop, and the thermal management system includes a waste heat recovery device. The first channel of the waste heat recovery device is connected to the seventh and eighth communication ports through the waste heat recovery loop. The thermal management system also includes an air conditioning system loop, the second channel of the cooling device is connected to the air conditioning system loop, and the second channel of the waste heat recovery device is connected to the air conditioning system loop; The air conditioning system circuit includes a compressor, and the cooling device and the waste heat recovery device are located upstream of the compressor.

6. The thermal management system of claim 5, wherein, The air conditioning system circuit also includes an indoor condenser and an outdoor heat exchanger, and the compressor, the indoor condenser, the outdoor heat exchanger, and the waste heat recovery device are connected in sequence.

7. The thermal management system of claim 6, wherein, The air conditioning system circuit also includes an indoor evaporator, one end of which is connected between the indoor condenser and the outdoor heat exchanger, and the other end of which is connected between the second channel of the waste heat recovery device and the outdoor heat exchanger.

8. The thermal management system of claim 7, wherein, One end of the second channel of the cooling device is connected between the indoor condenser and the indoor evaporator, and the other end of the second channel of the cooling device is connected between the compressor and the indoor evaporator.

9. The thermal management system according to claim 8, characterized in that, The air conditioning system circuit also includes a heating valve, a battery expansion valve, and an evaporator expansion valve; The heating outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the waste heat recovery device through the heating valve, and the outlet of the second channel of the waste heat recovery device is connected to the inlet of the compressor. The cooling outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the cooling device through the battery expansion valve, and the cooling outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator through the evaporator expansion valve. The cooling outlet of the outdoor heat exchanger is connected to the first cooling circuit and the second cooling circuit. In the first refrigeration circuit, when the battery expansion valve is turned on, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the second channel of the cooling device, and the outlet of the second channel of the cooling device is connected to the inlet of the compressor. In the second refrigeration circuit, when the evaporator expansion valve is open, the refrigeration outlet of the outdoor heat exchanger is connected to the inlet of the indoor evaporator, and the outlet of the indoor evaporator is connected to the inlet of the compressor.

10. The thermal management system according to claim 9, characterized in that, In the second operating mode, the compressor is turned on, the battery expansion valve is open, and the refrigerant output by the compressor flows into the outdoor heat exchanger to condense and release heat. The condensed refrigerant flows into the cooling device through the battery expansion valve to evaporate and absorb heat before flowing back to the compressor.

11. The thermal management system according to claim 9, characterized in that, In the second operating mode, when the passenger compartment has a cooling demand, the compressor is turned on, the battery expansion valve and the evaporator expansion valve are connected, and the refrigerant output by the compressor flows into the outdoor heat exchanger to condense and release heat. Part of the condensed refrigerant flows into the cooling device through the battery expansion valve to evaporate and absorb heat before flowing back to the compressor, and the other part flows into the indoor evaporator through the evaporator expansion valve to evaporate and absorb heat before flowing back to the compressor.

12. The thermal management system according to claim 9, characterized in that, When the crew cabin has a heating requirement, and the temperature of the motor circulation loop meets the waste heat recovery conditions; The first connection port is connected to the eighth connection port, and the second connection port is connected to the seventh connection port. The waste heat recovery device is used to recover the heat generated by the motor. The compressor is turned on, the heating valve is turned on, and the refrigerant output by the compressor flows into the indoor condenser to condense and release heat. The condensed refrigerant flows into the outdoor heat exchanger and the waste heat recovery device in sequence to evaporate and absorb heat before flowing back to the compressor.

13. The thermal management system according to claim 9, characterized in that, When the battery requires cooling and the passenger compartment requires heating; The third connection port is connected to the fourth connection port. The cooling device is turned on and used to cool the battery. The compressor is turned on and the battery expansion valve is turned on. The refrigerant output by the compressor flows into the indoor condenser to condense and release heat. The condensed refrigerant flows into the outdoor heat exchanger and the cooling device in sequence to evaporate and absorb heat before flowing back to the compressor.

14. The thermal management system according to claim 9, characterized in that, When the battery requires cooling and the passenger compartment has a need for cooling and dehumidification; The third connection port is connected to the fourth connection port. The cooling device is turned on and used to cool the battery. The compressor is turned on, and the battery expansion valve and the evaporator expansion valve are connected. The refrigerant output by the compressor flows sequentially into the indoor condenser and the outdoor heat exchanger to condense and release heat. Part of the condensed refrigerant flows into the cooling device through the battery expansion valve, evaporates and absorbs heat, and then flows back to the compressor. The other part flows into the indoor evaporator through the evaporator expansion valve, evaporates and absorbs heat, and then flows back to the compressor.

15. The thermal management system according to claim 9, characterized in that, When the battery needs cooling, the temperature of the motor circulation loop meets the waste heat recovery conditions, and the passenger compartment has heating and dehumidification requirements; The first connecting port is connected to the eighth connecting port, the second connecting port is connected to the seventh connecting port, and the third connecting port is connected to the fourth connecting port. The cooling device is turned on, the waste heat recovery device is used to recover the heat generated by the motor, and the cooling device is used to cool the battery. The compressor is turned on, and the heating valve, the battery expansion valve, and the evaporator expansion valve are connected. The refrigerant output by the compressor flows into the indoor condenser to condense and release heat. Part of the condensed refrigerant flows sequentially into the outdoor heat exchanger and the waste heat recovery device to evaporate and absorb heat before flowing back to the compressor. The other part flows through the battery expansion valve and the evaporator expansion valve into the cooling device and the indoor evaporator respectively to evaporate and absorb heat before flowing back to the compressor.

16. The thermal management system according to any one of claims 1-4, characterized in that, The thermal management integrated module also includes a flow channel plate, a motor water pump, and a battery water pump. The multi-way valve, the motor water pump, and the battery water pump are all installed on the flow channel plate, and the motor water pump and the battery water pump are arranged adjacent to each other and distributed on both sides of the flow channel plate along the first direction x with the multi-way valve. The flow channel plate has multiple flow channels, and each of the multiple flow channels is connected to one of the multiple communication ports of the valve body.

17. The thermal management system according to claim 16, characterized in that, The thermal management system further includes an expansion tank, which is connected to the liquid inlet of the flow channel plate, and the water outlet of the liquid inlet is connected to the first connecting port and the water outlet of the liquid inlet is connected to the fourth connecting port.

18. The thermal management system according to claim 16, characterized in that, The thermal management system further includes a buffer component, and the flow channel plate has mounting holes at both ends along the second direction y, and the buffer component is installed in the mounting holes.

19. The thermal management system according to any one of claims 1-4, characterized in that, The multi-way valve also includes a drive assembly, which includes a drive motor and a transmission gear set. The drive motor is connected to the valve core via the transmission gear set. The drive motor can drive the valve core to rotate relative to the valve body via the transmission gear set, so that the valve core can connect or block at least part of the connection port.

20. The thermal management system according to claim 19, characterized in that, The thermal management system further includes a control device and multiple detection devices. The control device is signal-connected to the drive component, and the multiple detection devices are connected in series in each loop to detect the temperature in each loop. The control device is used to control the drive component to start or stop moving based on the detection results of the detection devices.

21. The thermal management system according to claim 20, characterized in that, The valve body also includes a seventh communication port and an eighth communication port; The control device is used to control the drive assembly to rotate the valve core to connect the first connection port with the fourth connection port, the second connection port with the fifth connection port, and the third connection port with the sixth connection port when the detection device detects that the temperature of the motor is in the first temperature range and the temperature of the battery is in the second temperature range. The control device is further configured to, when the detection device detects that the temperature of the motor is in a third temperature range and the temperature of the battery is in a fourth temperature range, control the drive assembly to rotate the valve core to connect the first connection port with the sixth connection port, the second connection port with the fifth connection port, and the third connection port with the fourth connection port. The control device is also used to control the drive assembly to rotate the valve core to connect the first connection port and the fourth connection port, and the second connection port and the third connection port, when the detection device detects that the temperature of the motor is in the fifth temperature range and the temperature of the battery is in the sixth temperature range. The control device is also used to control the drive assembly to rotate the valve core to connect the first connection port to the eighth connection port, the second connection port to the seventh connection port, and the third connection port to the fourth connection port when the detection device detects that the temperature of the motor is in the seventh temperature range and the temperature of the battery is in the eighth temperature range. Wherein, the first temperature range is smaller than the third temperature range, the fifth temperature range is smaller than the first temperature range, and the seventh temperature range is smaller than the fifth temperature range; the second temperature range is smaller than the fourth temperature range, the sixth temperature range is smaller than the second temperature range, and the eighth temperature range is smaller than the sixth temperature range.

22. A vehicle, characterized in that, The vehicles include: Vehicle body; Thermal management system, the thermal management system as described in any one of claims 1-21; The thermal management system is installed on the vehicle body.

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