Thermal management system and vehicle

Abstract

A thermal management system and a vehicle. The thermal management system comprises a first refrigerant loop for which a flow direction is switched by means of a reversing valve. The reversing valve comprises a first port, a second port, a third port, and a fourth port. In a first flow direction mode, the first port is in communication with the third port, the second port is in communication with the fourth port, and a refrigerant in the first refrigerant loop flows out of an outlet of a compressor, sequentially through the first port, the third port, a second refrigerant flow channel, a first throttle valve, a first refrigerant flow channel, the second port, and the fourth port, back to the compressor. In a second flow direction mode, the first port is in communication with the second port, the third port is in communication with the fourth port, and the refrigerant of the first refrigerant loop flows out of the outlet of the compressor, sequentially through the first port, the second port, the first refrigerant flow channel, the first throttle valve, the second refrigerant flow channel, the third port, and the fourth port, back to the compressor. The first refrigerant loop is used to exchange heat with a coolant loop in a vehicle. The solution can reduce the complexity of pipes of the thermal management system.

Description

Heat management system and vehicle

[0001] This application claims priority to the Chinese patent application No. 202411107099.5, filed on August 12, 2024, with the State Intellectual Property Office of China, and entitled “Heat management system and vehicle”, the content of which is incorporated herein by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the technical field of heat management, in particular to a heat management system and a vehicle. BACKGROUND

[0003] Vehicles are widely used as convenient travel tools. Heat management systems, as an important part of vehicles, are used to adjust the temperature in the passenger cabin to provide a comfortable vehicle environment for passengers. In addition, the heat management system can also be used to cool or heat the power battery in the vehicle, or to cool the electric drive and / or electric control in the vehicle, or to recover the heat of the electric drive and / or electric control in the vehicle for heating the passenger cabin, etc. With more and more functions of the heat management system, more and more devices need to be connected to the heat management system, making the pipe design of the heat management system more and more complex. Therefore, how to reduce the pipe complexity of the heat management system needs further research. SUMMARY

[0004] Embodiments of the present application provide a heat management system and a vehicle, which can reduce the pipe complexity of the heat management system.

[0005] In a first aspect, the present application provides a heat management system, which comprises a first refrigerant circuit, wherein the first refrigerant circuit comprises a compressor, a reversing valve, a first refrigerant flow passage of a first heat exchanger, a first throttling valve, and a second refrigerant flow passage of a second heat exchanger; and the reversing valve comprises a first interface, a second interface, a third interface, and a fourth interface.

[0006] The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is configured to switch between the first flow direction mode and the second flow direction mode.

[0007] In the first flow direction mode, the first interface and the third interface are connected, and the second interface and the fourth interface are connected, and the refrigerant flow direction of the first refrigerant circuit is: from the outlet of the compressor, sequentially passing through the first interface, the third interface, the second refrigerant flow passage, the first throttling valve, the first refrigerant flow passage, the second interface, and the fourth interface, and flowing back to the compressor.

[0008] In the second flow direction mode, the first interface and the second interface are connected, the third interface and the fourth interface are connected, and the refrigerant of the first refrigerant circuit flows from the outlet of the compressor, sequentially passes through the first interface, the second interface, the first refrigerant flow channel, the first throttling valve, the second refrigerant flow channel, the third interface and the fourth interface, and returns to the compressor.

[0009] The first heat exchanger and the second heat exchanger are liquid cooling heat exchangers, and the first heat exchanger and the second heat exchanger are used for heat exchange with a cooling liquid circuit in a vehicle.

[0010] Exemplarily, in the first flow direction mode, the first heat exchanger is used for absorbing heat, and the second heat exchanger is used for releasing heat. In the second flow direction mode, the second heat exchanger is used for absorbing heat, and the first heat exchanger is used for releasing heat.

[0011] In the above scheme, by arranging the reversing valve in the refrigerant circuit, the switching of the flow direction of the refrigerant in the refrigerant circuit can be realized, and the switching of the condensing and cooling functions of the two heat exchangers can be realized. For example, in the first flow direction mode, the second heat exchanger is used to realize the condensing function and release heat, and the first heat exchanger is used to realize the cooling function and absorb heat. In the second flow direction mode, the first heat exchanger is used to realize the condensing function and release heat, and the second heat exchanger is used to realize the cooling function and absorb heat. That is, in different modes, the two heat exchangers can realize the switching of heat absorption and heat exchange. Since the two heat exchangers are used for heat exchange with the cooling liquid circuit, the refrigerant circuit can be controlled to release heat to the cooling liquid circuit or absorb heat from the cooling liquid circuit, or the cooling liquid circuit can be controlled to absorb heat from the refrigerant circuit or release heat to the refrigerant circuit. That is, by changing the flow direction of the refrigerant, the heat absorption and heat release functions of the heat exchanger can be switched, and the heat absorption or heat release of the cooling liquid circuit can be flexibly realized. Therefore, the pipelines of the refrigerant circuit and the cooling liquid circuit can be reused, the pipeline design of the thermal management system is simplified, and the pipeline complexity is reduced. Since the design is simplified, the device is saved, and the implementation cost is also reduced.

[0012] Exemplarily, the outlet of the compressor is connected with the first interface, the second interface is connected with the first end of the first refrigerant flow channel, the second end of the first refrigerant flow channel is connected with the first end of the first throttling valve, the second end of the first throttling valve is connected with the first end of the second refrigerant flow channel, the second end of the second refrigerant flow channel is connected with the third interface, and the fourth interface is connected with the inlet of the compressor.

[0013] In a possible implementation, the cooling liquid circuit in the vehicle includes a first cooling liquid circuit. The first cooling liquid circuit includes a cooling liquid flow channel of the first heat exchanger and a first heat exchange core. The first heat exchange core is configured to exchange heat between the cooling liquid and air. In the refrigeration mode, the first refrigerant circuit is operated in the first flow direction mode, and the first refrigerant circuit is configured to absorb heat from the first cooling liquid circuit, so that the first cooling liquid circuit provides cold air refrigeration through the first heat exchange core.

[0014] In the above solution, the heat exchange core is arranged in the first cooling liquid circuit, and the heat exchange core is configured to exchange heat between the cooling liquid and air. Then, the first refrigerant circuit is configured to absorb heat from the first cooling liquid circuit, so that the low-temperature cooling liquid in the first cooling liquid circuit flows through the heat exchange core to absorb heat from the air, and the low-temperature air is blown out to reduce the temperature of the passenger compartment. Compared with the existing refrigeration mode through the evaporator, the solution does not cause the refrigerant to enter the passenger compartment, so that the refrigerant with flammable characteristics and other dangerous properties can be applied, and the safety risk of the user can be reduced.

[0015] In a possible implementation, the cooling liquid circuit in the vehicle further includes a second cooling liquid circuit. The second cooling liquid circuit includes a cooling liquid flow channel of the second heat exchanger and a radiator. In the refrigeration mode, the first refrigerant circuit is configured to release heat to the second cooling liquid circuit.

[0016] In the above solution, the second cooling liquid circuit is configured to quickly absorb heat from the first refrigerant circuit, and the first refrigerant circuit is configured to quickly absorb heat from the first cooling liquid circuit, so that the refrigeration is quickly achieved.

[0017] In a possible implementation, the cooling liquid circuit in the vehicle further includes a third cooling liquid circuit. The third cooling liquid circuit includes a cooling liquid flow channel of the first heat exchanger, the first heat exchange core, a first valve device, and a battery system. The first valve device is configured to divide the cooling liquid of the first cooling liquid circuit into the battery system, and return the cooling liquid flowing through the battery system to the first cooling liquid circuit. In the refrigeration mode, the third cooling liquid circuit is configured to refrigerate the battery system.

[0018] In the above solution, the thermal management system is further configured to refrigerate the battery system in the vehicle to meet the refrigeration requirement of the battery system.

[0019] In a possible implementation manner, the first valve device includes a first three-way valve and a first check valve, the first three-way valve is configured to branch the cooling liquid in the first cooling liquid circuit to the battery system, and the first check valve is configured to return the cooling liquid flowing through the battery system to the first cooling liquid circuit. Alternatively, the first valve device is a first multi-way valve, two interfaces of the first multi-way valve are connected to the first cooling liquid circuit, one interface of the first multi-way valve is connected to the cooling liquid flow channel inlet of the battery system, and the other interface of the first multi-way valve is connected to the cooling liquid flow channel outlet of the battery system.

[0020] In the scheme, the first valve device for branching the cooling liquid in the first cooling liquid circuit to the battery system and returning the cooling liquid flowing through the battery system to the first cooling liquid circuit can be composed of a three-way valve and a check valve, or can be a multi-way valve including at least four interfaces. The implementation manners of the first valve device are flexible and diverse, and can meet different pipeline design requirements. The implementation of the first valve device by the multi-way valve can increase the integration degree of the thermal management system and reduce the overall space occupied by the system.

[0021] In a possible implementation manner, the cooling liquid circuit in the vehicle includes a first cooling liquid circuit and a fourth cooling liquid circuit. The first cooling liquid circuit includes a cooling liquid flow channel of the first heat exchanger and a first heat exchange core. The fourth cooling liquid circuit includes a cooling liquid flow channel of the second heat exchanger and a second heat exchange core. The first heat exchange core and the second heat exchange core are configured to exchange heat between the cooling liquid and the air.

[0022] In the heating and dehumidifying mode, the first refrigerant circuit operates in the first flow direction mode, the first refrigerant circuit is configured to absorb heat from the first cooling liquid circuit and release heat to the fourth cooling liquid circuit, and the first cooling liquid circuit is cooled and dehumidified by the first heat exchange core. The cooled and dehumidified air is heated by the second heat exchange core.

[0023] In the scheme, the thermal management system can also be configured to implement the heating and dehumidifying mode to meet the heating and dehumidifying demand of the passenger compartment. In addition, the first heat exchange core can be used for cooling and dehumidifying in the scheme. Compared with the existing cooling and dehumidifying mode by using an evaporator, the scheme does not cause the refrigerant to enter the passenger compartment, so that the refrigerant with flammable characteristics and other dangerous properties can be applied, and the safety risk of the user can be reduced.

[0024] In a possible implementation manner, the fourth cooling liquid circuit further includes one or more of a radiator, an electric drive, and an electronic control.

[0025] In the above scheme, in the heating and dehumidifying mode, the fourth cooling liquid circuit further comprises one or more of the following devices: a radiator, an electric drive, and an electric control. The device can dissipate the excess heat in the fourth cooling liquid circuit, thereby adjusting the temperature of the fourth cooling liquid circuit, and further adjusting the heat supplied to the passenger compartment, to avoid the temperature of the passenger compartment being too high, so as to meet the heating demand of the user.

[0026] In a possible implementation, the cooling liquid circuit in the foregoing vehicle further comprises a fifth cooling liquid circuit. The fifth cooling liquid circuit comprises a cooling liquid flow channel of the second heat exchanger, the second heat exchanger core, a second valve device, and a battery system. The second valve device is configured to split the cooling liquid in the fourth cooling liquid circuit to the battery system, and return the cooling liquid flowing through the battery system to the fourth cooling liquid circuit. In the heating and dehumidifying mode, when the compressor operates at the minimum speed and the temperature of the cooling liquid in the fourth cooling liquid circuit is greater than or equal to the first threshold value, the fifth cooling liquid circuit is configured to adjust the temperature of the fourth cooling liquid circuit.

[0027] If the compressor operates at the minimum speed and the heat in the fourth cooling liquid circuit is too large, the compressor will frequently stop and restart, which will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor operates at the minimum speed, the temperature in the fourth cooling liquid circuit is adjusted by the fifth cooling liquid circuit, so that the heat in the fourth cooling liquid circuit can be transferred and the temperature is reduced, thereby avoiding frequent start and stop of the compressor.

[0028] In a possible implementation, the first valve device comprises a second three-way valve and a second one-way valve. The second three-way valve is configured to split the cooling liquid in the fourth cooling liquid circuit to the battery system, and the second one-way valve is configured to return the cooling liquid flowing through the battery system to the fourth cooling liquid circuit. Alternatively, the second valve device is a second multi-way valve, two interfaces of the second multi-way valve are connected to the fourth cooling liquid circuit, one interface of the second multi-way valve is connected to the inlet of the cooling liquid flow channel of the battery system, and the other interface of the second multi-way valve is connected to the outlet of the cooling liquid flow channel of the battery system.

[0029] In the above scheme, the second valve device for splitting the cooling liquid in the fourth cooling liquid circuit to the battery system and returning the cooling liquid flowing through the battery system to the fourth cooling liquid circuit can be composed of a three-way valve and a one-way valve, or can be a multi-way valve comprising at least four interfaces. The implementation of the second valve device is flexible and diverse, and can meet different pipeline design requirements. The implementation of the second valve device by the multi-way valve can increase the integration degree of the thermal management system and reduce the overall space occupied by the system.

[0030] In a possible implementation, the cooling liquid circuit in the vehicle further includes a third cooling liquid circuit. The third cooling liquid circuit includes the cooling liquid flow channel of the first heat exchanger, the first heat exchange core, a first valve device, and a battery system. The first valve device is configured to split the cooling liquid in the first cooling liquid circuit to the battery system, and return the cooling liquid flowing through the battery system to the first cooling liquid circuit. In the heating and dehumidifying mode, the compressor operates at the minimum speed, and when the temperature of the cooling liquid in the first cooling liquid circuit is less than or equal to a second threshold value, the third cooling liquid circuit is configured to adjust the temperature of the first cooling liquid circuit.

[0031] If the compressor operates at the minimum speed and the temperature in the first cooling liquid circuit is too low, the first heat exchange core may be frosted, and the compressor may be frequently stopped and restarted. The performance of the compressor and the thermal management system is impaired. In the above solution, when the compressor operates at the minimum speed, the temperature in the first cooling liquid circuit is adjusted by the third cooling liquid circuit, so that the temperature in the first cooling liquid circuit is not too low. Thus, the first heat exchange core is prevented from being frosted, and the compressor is prevented from being frequently stopped and restarted.

[0032] In a possible implementation, the cooling liquid circuit in the vehicle includes a first cooling liquid circuit. The first cooling liquid circuit includes the cooling liquid flow channel of the first heat exchanger and the first heat exchange core. The first heat exchange core is configured to exchange heat between the cooling liquid and the air.

[0033] In the heating mode, the first refrigerant circuit operates in the second flow direction mode, and the first refrigerant circuit is configured to release heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchange core.

[0034] In the above solution, in the thermal management system provided by the present application, the first cooling liquid circuit can be used for refrigeration and heating, and the device cost is saved.

[0035] In a possible implementation, the cooling liquid circuit in the vehicle further includes a sixth cooling liquid circuit. The sixth cooling liquid circuit includes the cooling liquid flow channel of the second heat exchanger and a target device, and the target device includes an electric drive and / or an electronic control.

[0036] In the heating mode, the first refrigerant circuit is configured to absorb heat from the sixth cooling liquid circuit, and release the heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchange core.

[0037] In the above solution, the heat generated by the electric drive and / or the electronic control in the vehicle can be recycled to heat the passenger compartment, and the energy waste is reduced.

[0038] In a possible implementation, the heat management system further includes a seventh cooling liquid circuit. The seventh cooling liquid circuit includes a cooling liquid flow channel of the second heat exchanger and a water heater. The water heater is configured to heat the cooling liquid in the seventh cooling liquid circuit.

[0039] In the heating mode, the first refrigerant circuit is configured to absorb heat from the seventh cooling liquid circuit and release the heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchanger core.

[0040] In the above scheme, in the case of low ambient temperature, the cooling liquid can be heated by the heater to heat the passenger cabin. The heating demand of the passenger cabin is ensured.

[0041] In a possible implementation, the heat management system further includes a second refrigerant circuit, and the second refrigerant circuit includes the compressor and a second throttling valve. The second refrigerant circuit is configured to input at least part of the refrigerant output by the compressor back to the compressor.

[0042] Since in a low-temperature environment, the compressor cannot work stably for a long time due to too low inlet temperature and pressure, but can be started for a short time. Based on this, during the short time, the high-pressure and high-temperature refrigerant output by the compressor can be sent back to the inlet of the compressor through the second refrigerant circuit, so as to increase the temperature and pressure of the refrigerant at the inlet of the compressor, and promote the compressor to continue to work in the low-temperature environment. Thus, the normal work of the compressor in the low-temperature environment is realized, and the normal use of the air conditioning system in the low-temperature environment is realized.

[0043] In a possible implementation, the first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant support.

[0044] In the above scheme, the refrigerant part is integrated, which can reduce the charge amount of the refrigerant and reduce the risk of refrigerant leakage, and improve safety.

[0045] In a second aspect, the present application provides a vehicle, which includes the heat management system of any one of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0046] FIGS. 1-7 show schematic diagrams of heat management system architectures provided by embodiments of the present application;

[0047] FIG. 8 shows a schematic diagram of the positions of two heat exchanger cores and air flow directions;

[0048] FIG. 9 shows a schematic diagram of a heat management system architecture provided by an embodiment of the present application;

[0049] FIG. 10 shows a schematic diagram of the positions of two heat exchanger cores and air flow directions;

[0050] FIGS. 11-22 show schematic diagrams of a thermal management system architecture according to embodiments of the present application;

[0051] FIG. 23 shows a schematic diagram of a vehicle structure according to embodiments of the present application. DETAILED DESCRIPTION

[0052] In the embodiments of the present application, "multiple" refers to two or more. In the embodiments of the present application, "and / or" is used to describe the association relationship of the associated objects, which means three independent relationships, for example, A and / or B, which means A exists alone, B exists alone, or A and B exist together. The description such as "at least one of a1, a2, … and an (or at least one)" adopted in the embodiments of the present application includes any one of a1, a2, … and an exists alone, and any combination of a1, a2, … and an exists, each of which can exist alone; for example, the description of "at least one of a, b and c" includes the cases of a alone, b alone, c alone, a and b in combination, a and c in combination, b and c in combination, or a, b and c in combination.

[0053] In the present application, the terms "first", "second", and the like are used to distinguish between the same or similar items or items with substantially the same function, and it should be understood that there is no logical or time sequence relationship between "first", "second", "nth", and the like, and the quantity and execution order are not limited. It should also be understood that although the following description uses the terms first, second, and the like to describe various elements, these elements should not be limited by the terms. These terms are only used to distinguish one element from another.

[0054] In various embodiments of the present application, the terms and / or descriptions between various embodiments are consistent and can be mutually referred to if there is no special description and logical conflict. The technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationship.

[0055] Exemplarily, the connection described in the embodiments of the present application refers to the communication of the cooling liquid channel or the refrigerant channel, or the communication achieved by adjusting the related valve device, etc.

[0056] The embodiments of the present application are applicable to vehicles and other thermal management scenarios with cooling (heat dissipation) and / or heating requirements. The present application mainly takes the application scenario of vehicles as an example for introduction. Exemplarily, the embodiments of the present application can be applied to traditional fuel vehicles or new energy vehicles. The new energy vehicle is a kind of vehicle suitable for driving by an electric drive. The new energy vehicle can be a pure electric vehicle (battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV) or a hydrogen engine vehicle, etc. The embodiments of the present application do not limit the specific type of new energy vehicles.

[0057] As an important component in a vehicle, the thermal management system can realize temperature regulation of a vehicle passenger compartment and / or components (such as an electric drive, an electronic control or a battery, etc.) in the vehicle. With more and more components requiring temperature regulation and more temperature regulation modes in the vehicle, the thermal management system needs to be connected to more and more devices, making the pipe design of the thermal management system more and more complex. In order to simplify the pipe design of the thermal management system and reduce the implementation complexity of the thermal management system, the embodiments of the present application provide a thermal management system and a vehicle. The following is exemplarily introduced.

[0058] Firstly, referring to FIG. 1 exemplarily, a possible structure of the thermal management system provided by the embodiments of the present application is shown. The thermal management system includes a first refrigerant circuit. The first refrigerant circuit includes a compressor 101, a reversing valve 102, a refrigerant flow passage of a first heat exchanger 103, a first throttling valve 104 and a refrigerant flow passage of a second heat exchanger 105 shown in FIG. 1.

[0059] The compressor 101 is used to compress low-temperature and low-pressure refrigerant to obtain high-temperature and high-pressure refrigerant output, and at the same time provides power for the circulation of the refrigerant in the first refrigerant circuit. The outlet and inlet of the compressor 101 are represented by d 11 and d 12 respectively.

[0060] The reversing valve 102 includes at least four interfaces. The four interfaces are respectively referred to as a first interface, a second interface, a third interface and a fourth interface. The first interface, the second interface, the third interface and the fourth interface are represented by d 21 , d 22 , d 23 and d 24indicates. The reversing valve 102 can be used to switch the flow direction of the refrigerant of the first refrigerant circuit described above. Illustratively, the reversing valve 102 can be, for example, a four-way reversing valve or a multi-way valve, etc. Illustratively, the flow direction of the refrigerant is switched by controlling the opening and closing of the flow passages in the four-way reversing valve or the multi-way valve.

[0061] The first heat exchanger 103 described above is a liquid-cooled heat exchanger for exchanging heat with a cooling liquid circuit in a vehicle. The first heat exchanger 103 includes a refrigerant flow passage and a cooling liquid flow passage. The two interfaces of the refrigerant flow passage are denoted by d 31 and d 32 , respectively. The two interfaces of the cooling liquid flow passage are denoted by d 33 and d 34 , respectively.

[0062] The first throttle valve 104 described above can be used to throttle and depressurize the refrigerant flowing through the first throttle valve 104. The two interfaces of the first throttle valve 104 are denoted by d 41 and d 42 , respectively.

[0063] The second heat exchanger 105 described above is a liquid-cooled heat exchanger for exchanging heat with a cooling liquid circuit in a vehicle. The second heat exchanger 105 includes a refrigerant flow passage (i.e., the second refrigerant flow passage described above) and a cooling liquid flow passage. The two interfaces of the refrigerant flow passage are denoted by d 51 and d 52 , respectively. The two interfaces of the cooling liquid flow passage are denoted by d 53 and d 54 , respectively.

[0064] Illustratively, the outlet d 11 of the compressor 101 is connected to the first interface d 21 of the reversing valve 102. The second interface d 22 of the reversing valve 102 is connected to the first end (e.g., the interface d 31 shown in FIG. 1) of the refrigerant flow passage of the first heat exchanger 103. The second end (e.g., the interface d 32 shown in FIG. 1) of the refrigerant flow passage is connected to the first end (e.g., the interface d 41 shown in FIG. 1) of the first throttle valve 104. The second end (e.g., the interface d 42 shown in FIG. 1) of the first throttle valve 104 is connected to the first end (e.g., the interface d 51 shown in FIG. 1) of the refrigerant flow passage of the second heat exchanger 105. The second end (e.g., the interface d 52 shown in FIG. 1) of the refrigerant flow passage is connected to the third interface d 23 of the reversing valve 102. The fourth interface d 24 of the reversing valve 102 is connected to the inlet d 12 of the compressor 101.

[0065] In one possible implementation, the first refrigerant circuit described above may further include a gas-liquid separator 106, as shown in Figure 1, for example. The gas-liquid separator 106 can be used to store refrigerant and to achieve gas-liquid separation of the refrigerant. This gas-liquid separator 106 can be located at the inlet of the compressor 101. For example, the inlet of the gas-liquid separator 106 is connected to the fourth interface d of the aforementioned reversing valve 102. 24 Connection. The outlet of the gas-liquid separator 106 is connected to the inlet d of the compressor 101. 12 connect.

[0066] The aforementioned first refrigerant circuit has a first flow direction mode and a second flow direction mode. The aforementioned reversing valve 102 can switch between the first flow direction mode and the second flow direction mode.

[0067] For example, see Figure 2. In the first flow direction mode described above, the first interface d in the reversing valve 102... 21 and the third interface d 23 Connect; Second interface d 22 and the fourth interface d 24 Connected. The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of compressor 101. 11 The output passes sequentially through the first port d of the directional valve 102. 21 and the third interface d 23 The refrigerant flow path of the second heat exchanger 105, the first throttle valve 104, the refrigerant flow path of the first heat exchanger 103, and the second port d of the reversing valve 102. 22 and the fourth interface d 24 It flows back to compressor 101.

[0068] For example, see Figure 3. In the second flow direction mode described above, the first interface d in the reversing valve 102... 21 Second interface d 22 Connect; Third interface d 23 and the fourth interface d 24 Connected. The refrigerant flow direction of the first refrigerant circuit is: from the outlet d of compressor 101. 11 The output passes sequentially through the first port d of the directional valve 102. 21 Second interface d 22 The refrigerant flow path of the first heat exchanger 103, the first throttling valve 104, the refrigerant flow path of the second heat exchanger 105, and the third port d of the reversing valve 102. 23 and the fourth interface d 24 It flows back to compressor 101.

[0069] Exemplarily, in the first flow direction mode, the second heat exchanger 105 can serve as a condenser for releasing heat. For example, the heat of the first refrigerant circuit is released to a coolant circuit in the vehicle. The first heat exchanger 103 can serve as a cooler for absorbing heat. For example, the heat in the coolant circuit of the vehicle is absorbed.

[0070] Exemplarily, in the second flow direction mode, the first heat exchanger 103 can serve as a condenser for releasing heat. For example, the heat of the first refrigerant circuit is released to a coolant circuit in the vehicle. The second heat exchanger 105 can serve as a cooler for absorbing heat. For example, the heat in the coolant circuit of the vehicle is absorbed.

[0071] Exemplarily, in the specific implementation, the heat management system of the embodiment of the present application can further include a controller (not shown). Alternatively, the controller can be independent of the heat management system. The controller can control the opening or closing of the devices in the heat management system, and can also control the communication and shutoff of the flow channels in the valve device (for example, the reversing valve 102) to achieve the switching of the flow direction, etc. The present embodiment does not elaborate on this. Exemplarily, the controller can control the various devices in the heat management system to achieve the circulation of the refrigerant circuit and the coolant circuit. Further, various refrigeration modes, heating modes, dehumidification modes or heat dissipation modes and other functional modes can be achieved. For example, refer to the subsequent description, which is not described in detail here.

[0072] In the above scheme, by providing a reversing valve in the refrigerant circuit, the switching of the flow direction of the refrigerant in the refrigerant circuit can be achieved, and further the switching of the condensing and cooling functions of the two heat exchangers can be achieved. For example, in the first flow direction mode, the second heat exchanger is used to achieve the condensing function to release heat, and the first heat exchanger is used to achieve the cooling function to absorb heat. In the second flow direction mode, the first heat exchanger is used to achieve the condensing function to release heat, and the second heat exchanger is used to achieve the cooling function to absorb heat. That is, in different modes, the two heat exchangers can achieve the switching of heat absorption and heat exchange. Since the two heat exchangers are used for heat exchange with the coolant circuit, the refrigerant circuit can be controlled to release heat to the coolant circuit or absorb heat from the coolant circuit, or in other words, the coolant circuit can be controlled to absorb heat from the refrigerant circuit or release heat to the refrigerant circuit. Thus, the pipelines of the refrigerant circuit and the coolant circuit can be reused, simplifying the pipeline design of the heat management system and reducing the pipeline complexity. Since the design is simplified, the components are saved, and the implementation cost is also reduced.

[0073] In a possible implementation, the first refrigerant circuit shown in FIG. 1 can be integrated on a refrigerant substrate or a refrigerant support. After integration, the refrigerant charge can be reduced, the risk of refrigerant leakage can be reduced, and the safety can be improved.

[0074] In one possible implementation, referring to FIG. 4, in combination with the thermal management system shown in FIG. 1, the thermal management system can further include a first cooling liquid loop L1. The first cooling liquid loop L1 includes the cooling liquid flow channel of the first heat exchanger 103 and the first heat exchange core 107. The first heat exchange core 107 can be used to exchange heat between the cooling liquid and air. In one possible implementation, for example, a warm air core in an air conditioning system can be used as the first heat exchange core 107. The difference is that, in the embodiment of the present application, the first heat exchange core 107 can exchange heat to provide warm air as well as cold air.

[0075] In another possible implementation, the first cooling liquid loop L1 can further include a water pump 108. The water pump 108 can be used to drive the circulation of the cooling liquid in the first cooling liquid loop L1. In one example, as shown in FIG. 4, the water pump 108 can drive the cooling liquid to flow from the interface d 33 to the first heat exchange core 107. Then, after passing through the first heat exchange core 107, the cooling liquid flows to the interface d 34 of the cooling liquid flow channel of the first heat exchanger 103.

[0076] In one possible implementation, as shown in FIG. 4, the thermal management system can further include a second cooling liquid loop L2. The second cooling liquid loop L2 can include the cooling liquid flow channel of the second heat exchanger 105 and a radiator 109. The radiator 109 is used to dissipate heat in the second cooling liquid loop L2 to air.

[0077] In another possible implementation, the second cooling liquid loop L2 can further include a water pump 110. The water pump 110 can be used to drive the circulation of the cooling liquid in the second cooling liquid loop L2. In one example, as shown in FIG. 4, the water pump 110 can drive the cooling liquid to flow from the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 to the radiator 109. Then, after passing through the radiator 109, the cooling liquid flows to the interface d 54 of the cooling liquid flow channel of the second heat exchanger 105.

[0078] The heat management system shown in FIG. 4 can operate in a cooling mode for cooling the passenger cabin of the vehicle. Exemplarily, in the cooling mode, the first refrigerant circuit operates in the first flow mode shown in FIG. 2. The first refrigerant circuit absorbs heat from the first coolant circuit L1 so that the first coolant circuit L1 provides cold air cooling through the first heat exchange core 107. In addition, the first refrigerant circuit releases heat to the second coolant circuit L2. That is, the heat in the first refrigerant circuit is absorbed through the second coolant circuit L2 to cool the refrigerant in the first refrigerant circuit. For ease of understanding, exemplary descriptions are provided below.

[0079] Exemplarily, in the cooling mode, the high-temperature and high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is input into the refrigerant flow channel of the second heat exchanger 105 for heat exchange. In this process, the controller controls the circulation of the coolant in the second coolant circuit L2. The coolant flows through the coolant flow channel of the second heat exchanger 105 and exchanges heat with the refrigerant in the refrigerant flow channel of the second heat exchanger 105. The cooled coolant flows to the radiator, and the radiator releases heat. The refrigerant output from the second heat exchanger 105 is throttled and depressurized by the first throttle valve 104 to become low-temperature refrigerant, which is input into the refrigerant flow channel of the first heat exchanger 103 for heat exchange. In this process, the controller controls the circulation of the coolant in the first coolant circuit L1. The coolant flows through the coolant flow channel of the first heat exchanger 103 and exchanges heat with the refrigerant in the refrigerant flow channel of the first heat exchanger 103. The low-temperature coolant releases heat and flows to the first heat exchange core 107. The first heat exchange core 107 absorbs heat from the air in the passenger cabin to cool the passenger cabin.

[0080] In a possible implementation, as shown in FIG. 5, the heat management system provided by the embodiment of the present application can further include a third coolant circuit L3. The third coolant circuit L3 can include the coolant flow channel of the first heat exchanger 103, the first heat exchange core 107, the first valve device 111, and a battery system 112. The battery system 112 can be, for example, a power battery system in a vehicle. The first valve device 111 is used to divide the coolant of the first coolant circuit L1 to the battery system 112 and return the coolant flowing through the battery system 112 to the first coolant circuit L1.

[0081] Exemplarily, in one implementation, as shown in FIG. 5. The first valve device 111 can include a first three-way valve 1111 and a first check valve 1112. The first three-way valve 1111 is used to divert the cooling liquid in the first cooling liquid circuit L1 to the battery system 112. The first check valve 1112 is used to return the cooling liquid flowing through the battery system 112 to the first cooling liquid circuit L1. Exemplarily, in another implementation, as shown in FIG. 6. The first valve device 111 can be a multi-way valve. FIG. 6 shows an example in which the first valve device 111 is a four-way valve. In the multi-way valve, two interfaces are connected to the first cooling liquid circuit L1, one interface is used to connect the cooling liquid flow passage inlet of the battery system 112, and the other interface is connected to the cooling liquid flow passage outlet of the battery system 112. It can be understood that the above description of the specific implementation of the first valve device 111 is only an example and does not limit the embodiments of the present application. In specific implementations, other valve devices or combinations of valve devices can be used to achieve the functions of the first valve device 111, and the embodiments of the present application do not limit this.

[0082] In another possible implementation, the third cooling liquid circuit L3 can further include a water pump 113. The water pump 113 can be used to drive the circulation of the cooling liquid in the third cooling liquid circuit L3. Exemplarily, as shown in FIG. 5 or FIG. 6, the water pump 113 can drive the cooling liquid diverted from the first cooling liquid circuit L1 to flow to the cooling liquid flow passage inlet of the battery system 112. Then, after being output through the cooling liquid flow passage outlet of the battery system 112, the cooling liquid is returned to the first cooling liquid circuit L1 and flows to the cooling liquid flow passage of the first heat exchanger 103 to form the third cooling liquid circuit L3.

[0083] Exemplarily, in the above refrigeration mode, the third cooling liquid circuit L3 can also be controlled to refrigerate the battery system 112. For example, in combination with the above-described heat exchange in the refrigeration mode, the low-temperature cooling liquid in the first cooling liquid circuit L1 can be diverted to flow to the battery system 112 through the first valve device 111. The low-temperature cooling liquid flows through the battery system 112 and absorbs heat in the battery system 112. The cooling liquid after absorbing heat is returned to the first cooling liquid circuit L1 through the first valve device 111 and flows to the cooling liquid flow passage of the first heat exchanger 103 to form the circuit.

[0084] In one possible implementation, the thermal management system provided by the embodiments of the present application can be as shown in FIG. 7. Compared with the above-mentioned FIG. 5, the thermal management system shown in FIG. 7 can further include a second heat exchanger core 114, a heater 115, a target device (the target device is an electric drive and / or an electric control) 116, a five-way valve 117, a water pump 118, a second valve device 119, and a three-way valve 120.

[0085] The second heat exchange core 114 is used to realize heat exchange between the cooling liquid and the air. Exemplarily, in one possible implementation, a warm air core in an air conditioning system can be used as the second heat exchange core 114.

[0086] The five-way valve 117 includes five interfaces, which are respectively denoted as d 61 , d 62 , d 63 , d 64 , d 65 and d 66 . The interface d 61 is connected with the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105. The interface d 62 is connected with one end of the radiator 109. The other end of the radiator 109 is connected with one end of the target device 116. The other end of the target device 116 is connected with the inlet of the water pump 110. The outlet of the water pump 110 is connected with the interface d 64 of the five-way valve 117. As shown in FIG. 7, a three-way interface P1 is further included between the radiator 109 and the target device 116. One interface of the P1 is connected with the radiator 109, one interface is connected with the target device 116, and the other interface is connected with the interface d 63 of the five-way valve 117. The interface d 65 of the five-way valve 117 is connected with the inlet of the water pump 118. The outlet of the water pump 118 is connected with one end of the second heat exchange core 114 and one end of the heater 115 through a three-way valve 120. The other end of the second heat exchange core 114 and the other end of the heater 115 are connected to the interface d 54 of the cooling liquid flow channel of the second heat exchanger 105 after being connected through a three-way interface P2.

[0087] Exemplarily, the water pump 110 is used to drive the cooling liquid to flow to the interface d 64 of the five-way valve 117. The water pump 118 is used to drive the cooling liquid output from the interface d 65 of the five-way valve 117 to flow to the interface d 54 of the second heat exchanger 105. It can be understood that the positions of the water pump 110 and the water pump 118 shown in FIG. 7 are only exemplary and do not constitute a limitation on the embodiments of the present application. The positions of the two water pumps can be reasonably adjusted according to actual application needs.

[0088] In addition, in the above-mentioned FIG. 7, the second valve device 119 can include a second three-way valve 1191 and a second one-way valve 1192. The second three-way valve 1191 is used to connect the interface d 54The flowing cooling liquid is branched to the battery system 112. The second one-way valve 1192 is used to return the cooling liquid flowing through the battery system 112 to the interface d of the cooling liquid flow channel of the second heat exchanger 105 54 .

[0089] Exemplarily, in another implementation, as shown in FIG. 8. The above-mentioned second valve device 119 can be a multi-way valve. FIG. 6 takes the second valve device 119 as a four-way valve as an example. In the multi-way valve, two interfaces are connected to the second cooling liquid circuit L1, one interface is used to connect the cooling liquid flow channel inlet of the battery system 112, and the other interface is connected to the cooling liquid flow channel outlet of the battery system 112. It can be understood that the above description of the specific implementation of the second valve device 119 is only an example, and is not limited to the embodiments of the present application. In specific implementations, other valve devices or combinations of valve devices can be used to achieve the function of the second valve device 119, and the embodiments of the present application are not limited thereto.

[0090] In a possible implementation, in the above-mentioned refrigeration mode, the second cooling liquid circuit L2 used to absorb the heat of the above-mentioned first refrigerant circuit can be the circuit highlighted and thickened in FIG. 7. Specifically, the cooling liquid flows from the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 to the interface d 61 of the five-way valve 117. 62 Then, the cooling liquid flows to the radiator 109 and the target device 116. Then, the water pump 110 drives the cooling liquid to flow to the interface d 64 of the five-way valve 117, and then the cooling liquid is output from the interface d 65 . The water pump 118 continues to drive the cooling liquid to flow to the second heat core 114 and / or the heater 115. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the flow of the cooling liquid to the second heat core 114 and / or the heater 115. Finally, the cooling liquid flows from the interface d 54 of the cooling liquid flow channel of the second heat exchanger 105 back to the cooling liquid flow channel of the second heat exchanger 105, forming the second cooling liquid circuit L2.

[0091] Exemplarily, in the above cooling mode, the second heat exchange core 114 and / or the heater 115 does not participate in heat exchange in the second cooling liquid circuit L2 shown in FIG. 7. For example, the heater 115 is closed to not participate in heat exchange. For example, the air inlet of the second heat exchange core 114 can be closed by a mechanical structure, so that the second heat exchange core 114 cannot participate in heat exchange. Exemplarily, the mechanical structure can be a baffle or the like. For ease of understanding, reference can be made to FIG. 8. As shown in FIG. 8, the air outlet of the first heat exchange core 107 is arranged opposite the air inlet of the second heat exchange core 114. A baffle is arranged between the air outlet of the first heat exchange core 107 and the air inlet of the second heat exchange core 114, and the baffle can be controlled to move. In the cooling mode, the baffle can be controlled to block the air inlet of the second heat exchange core 114, as shown in FIG. 8. The cold air blown out of the first heat exchange core 107 can flow to the passenger compartment without passing through the second heat exchange core 114, thereby cooling the passenger compartment. It can be understood that FIG. 8 is only an example and does not constitute a limitation on the embodiments of the present application. It can be understood that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0092] It can be understood that the structure of the thermal management system shown in FIG. 7 is only an example and does not constitute a limitation on the embodiments of the present application. In specific implementation, it can also be other variant structures of the thermal management system.

[0093] In a possible implementation, in combination with the thermal management system shown in FIG. 5, FIG. 6 or FIG. 7, the battery system 112 can be cooled alone. Exemplarily, in the above cooling mode, the third cooling liquid circuit L3 is controlled to operate. The specific operation implementation can be referred to the foregoing description related to FIG. 5, which is not described herein. Based on the foregoing description, it can be known that the cooling liquid flows through the first heat exchange core 107 during operation of the third cooling liquid circuit L3. Then, the first heat exchange core 107 can be controlled not to participate in heat exchange, that is, the passenger compartment is not cooled. Thus, the cooling of the battery system 112 alone is realized. Exemplarily, the first heat exchange core 107 can be controlled not to participate in heat exchange by closing the air inlet of the first heat exchange core 107 or by a mechanical structure. The embodiments of the present application do not limit this.

[0094] In a possible implementation, referring to FIG. 9, in combination with the heat management system shown in FIG. 1, the heat management system can further include a first cooling liquid circuit L1 and a fourth cooling liquid circuit L4. The relevant description of the first cooling liquid circuit L1 can be exemplarily referred to the relevant description of FIG. 4, which will not be repeated here. The fourth cooling liquid circuit L4 can include the cooling liquid flow channel of the second heat exchanger 105 and the second heat exchange core 114. The relevant description of the second heat exchange core 114 can be exemplarily referred to the relevant description of FIG. 7, which will not be repeated here.

[0095] In another possible implementation, the fourth cooling liquid circuit L4 can further include a water pump for driving the circulation of the cooling liquid. The water pump can be the water pump 118 shown in FIG. 7. As shown in FIG. 9, the cooling liquid flows from the interface d 53 After the output, the water pump 118 can drive the cooling liquid to flow to the second heat exchange core 114. Then, after passing through the second heat exchange core 114, the cooling liquid flows to the interface d 54 The fourth cooling liquid circuit L4 is formed.

[0096] The heat management system shown in FIG. 9 can operate in a heating and dehumidifying mode for realizing the heating and dehumidifying of the vehicle passenger cabin. Exemplarily, in the heating and dehumidifying mode, the first refrigerant circuit operates in the first flow mode shown in FIG. 2. The first refrigerant circuit absorbs the heat of the first cooling liquid circuit L1, so that the first cooling liquid circuit L1 cools and dehumidifies the air through the first heat exchange core 107. In addition, the first refrigerant circuit releases heat to the fourth cooling liquid circuit L4. That is, the heat in the first refrigerant circuit is absorbed through the fourth cooling liquid circuit L4. The fourth cooling liquid circuit L4 after absorbing heat can provide hot air to the passenger cabin for heating. Exemplarily, the air cooled and dehumidified by the first heat exchange core 107 is heated by the second heat exchange core 114 to obtain dehumidified hot air blown to the passenger cabin. Thus, the heating and dehumidifying of the passenger cabin is realized. For ease of understanding, the following is exemplarily introduced.

[0097] Exemplarily, in the above-described heating and dehumidifying mode, the high-temperature and high-pressure refrigerant output by the compressor 101 passes through the reversing valve 102 and is input into the refrigerant flow channel of the second heat exchanger 105 to perform heat exchange. The refrigerant output from the second heat exchanger 105 is throttled and depressurized by the first throttling valve 104 and becomes low-temperature refrigerant which is input into the refrigerant flow channel of the first heat exchanger 103 to perform heat exchange. In this process, the controller controls the circulation of the cooling liquid in the first cooling liquid circuit L1. The cooling liquid flows through the cooling liquid flow channel of the first heat exchanger 103, exchanges heat with the refrigerant in the refrigerant flow channel of the first heat exchanger 103, and releases heat. The low-temperature cooling liquid after heat release flows to the first heat exchange core 107. The air flows through the low-temperature first heat exchange core 107 and is cooled and dehumidified. In addition, the controller controls the circulation of the cooling liquid in the fourth cooling liquid circuit L4. The cooling liquid flows through the cooling liquid flow channel of the second heat exchanger 105, exchanges heat with the refrigerant in the refrigerant flow channel of the second heat exchanger 105, and takes away heat. The cooling liquid after heat absorption flows to the second heat exchange core 114. The air after being cooled and dehumidified by the first heat exchange core 107 exchanges heat with the second heat exchange core 114 and is heated to obtain dehumidified hot air which is blown to the passenger compartment.

[0098] In a possible implementation, in the above-described heating and dehumidifying mode, the positions of the first heat exchange core 107 and the second heat exchange core 114 and the air flow direction can be exemplarily seen from FIG. 10. It can be seen that, compared with FIG. 8, the difference between FIG. 10 and FIG. 8 is that the baffle no longer blocks the air inlet of the second heat exchange core 114. Thus, the air after being cooled and dehumidified by the first heat exchange core 107 can flow to the second heat exchange core 114. The air after being heated by the second heat exchange core 114 obtains dehumidified hot air which is blown to the passenger compartment to achieve heating and dehumidifying of the passenger compartment. It can be understood that FIG. 10 is only an example and does not constitute a limitation on the embodiments of the present application. It can be understood that the positions of the first heat exchange core 107 and the second heat exchange core 114 can be adjusted according to actual application requirements, and the embodiments of the present application do not limit this.

[0099] In a possible implementation, if the thermal management system is as shown in FIG. 7, then in the above-described heating and dehumidifying mode, the fourth cooling liquid circuit L4 for absorbing heat of the first refrigerant circuit can be the circuit shown in black and bold in FIG. 11. Specifically, the cooling liquid is input from the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 61 , flows through the interface d 63 of the five-way valve 117, and is output to the target device 116. Then, the water pump 110 drives the cooling liquid to flow to the interface d 64 of the five-way valve 117 65Output. The water pump 118 continues to drive the coolant to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize the flow of coolant to the second heat exchange core 114, instead of the heater 115. Finally, the coolant flows out of the coolant flow channel interface d 54 of the second heat exchanger 105, forming the fourth coolant loop L4.

[0100] The fourth coolant loop L4 shown in FIG. 11 above does not pass through the radiator 109, i.e., the radiator 109 is bypassed. In one possible implementation, during the operation of the fourth coolant loop L4 described above, if the heat in the fourth coolant loop L4 is excessive, there is excess heat in addition to meeting the heating demand of the passenger compartment. Then, the interface d 62 of the five-way valve 117 can be opened. This allows the coolant output from the coolant flow channel of the second heat exchanger 105 to flow into the fourth coolant loop L4 after passing through the radiator 109. In this case, the coolant output from the coolant flow channel of the second heat exchanger 105 has two paths. That is, part of the coolant flows out of the interface d 62 of the five-way valve 117, and part of the coolant flows out of the interface d 63 of the five-way valve 117. Then, part of the coolant flows through the radiator 109. The excess heat can be dissipated through the radiator 109 to avoid the temperature of the passenger compartment being too high. In another implementation, if the heat to be dissipated is large, the interface d 62 of the five-way valve 117 can be closed, and the interface d 63 of the five-way valve 117 can be opened. This allows all of the coolant to pass through the radiator 109 for heat dissipation. It can be understood that the description herein is only an example and does not constitute a limitation on the embodiments of the present application. 62

[0101] For example, in one possible implementation, a temperature sensor is provided to detect the temperature at the outlet of the second heat exchange core 114 described above. If it is detected that the temperature continues to rise, or if it is detected that the temperature is greater than a certain threshold, it indicates that the heat in the fourth coolant loop L4 is excessive. The interface d 62 of the five-way valve 117 described above can be opened for heat dissipation.

[0102] ​Exemplarily, in a possible implementation, the fourth cooling liquid circuit L4 shown in FIG. 11 can be used to cooperate with the first refrigerant circuit and the first cooling liquid circuit L1 to realize the heating and dehumidifying mode when the heat load of the passenger compartment is small. The heat load refers to the heat supplied per unit time to maintain the heat balance of the passenger compartment. That is, the small heat load of the passenger compartment can be understood as the small heat required per unit time of the passenger compartment. Exemplarily, in a specific implementation, the size of the heat load of the passenger compartment can be determined based on the passenger compartment temperature set by the user. For example, the user turns on the air conditioner of the passenger compartment, and selects an air conditioning gear, and the selected gear corresponds to a set temperature. The controller can compare the temperature with a preset temperature threshold. If the set temperature is greater than or equal to the temperature threshold, it indicates that the heat load of the passenger compartment is large. On the contrary, if the set temperature is less than the temperature threshold, it indicates that the heat load of the passenger compartment is small. In the case where it is determined that the heat load of the passenger compartment is small, the controller can control the fourth cooling liquid circuit L4 shown in FIG. 11 to run to cooperate to realize the heating and dehumidifying mode.

[0103] In a possible implementation, in the case where it is determined that the heat load of the passenger compartment is large, the fourth cooling liquid circuit L4 for absorbing the heat of the first refrigerant circuit in the heating and dehumidifying mode can be the circuit shown in FIG. 12 with black and bold lines. Specifically, the cooling liquid flows from the interface d 53 After output, the cooling liquid flows through the interface d 61 input, from the interface d 65 output. Then, the water pump 118 drives the cooling liquid to flow to the second heat exchange core 114. Here, the opening and closing of the interface of the three-way valve 120 can be controlled to realize that the cooling liquid flows to the second heat exchange core 114, instead of flowing to the heater 115. Finally, the cooling liquid flows from the interface d 54 Back to the cooling liquid flow passage of the second heat exchanger 105, the fourth cooling liquid circuit L4 is formed.

[0104] Comparing the fourth cooling liquid circuit L4 shown in FIG. 12 with the fourth cooling liquid circuit L4 shown in FIG. 11, it can be seen that the fourth cooling liquid circuit L4 shown in FIG. 11 flows through the target device 116, and optionally, the radiator 109. The fourth cooling liquid circuit L4 shown in FIG. 12 does not flow through the target device 116 and the radiator 109. This is because the fourth cooling liquid circuit L4 shown in FIG. 11 is operated when the passenger cabin load is small. Since the passenger cabin load is small, the heating demand of the passenger cabin can be met without too much heat. Therefore, the fourth cooling liquid circuit L4 is operated to flow through the target device 116, and optionally, the radiator 109, so as to dissipate the excess heat. The fourth cooling liquid circuit L4 shown in FIG. 12 is operated when the passenger cabin load is large. Since the passenger cabin load is large, more heat is needed to meet the heating demand of the passenger cabin. Therefore, the fourth cooling liquid circuit L4 is operated not to flow through the target device 116 and the radiator 109, so as to reduce the heat dissipation, thereby ensuring that enough heat is used for the heating of the passenger cabin.

[0105] In a possible implementation, when the passenger cabin load is large, the fourth cooling liquid circuit L4 shown in FIG. 12 is used to cooperate with the implementation process of the above-mentioned heating and dehumidifying mode. If the heat of the fourth cooling liquid circuit L4 is too large, and the compressor 101 is at the lowest speed, the heat output cannot be reduced by reducing the speed. At this time, the temperature of the fourth cooling liquid circuit L4 can be adjusted by the fifth cooling liquid circuit L5 shown in FIG. 13.

[0106] As shown in FIG. 13, the fifth cooling liquid circuit L5 can include the cooling liquid flow passage of the second heat exchanger 105, the second heat exchange core 114, the second valve device 119, and the battery system 112. The second valve device 119 is used to divide the cooling liquid of the fourth cooling liquid circuit L4 to the battery system 112, and return the cooling liquid flowing through the battery system 112 to the fourth cooling liquid circuit L4.

[0107] Exemplarily, in one implementation, as shown in FIG. 13. The second valve device 119 can include a second three-way valve 1191 and a second check valve 1192. The second three-way valve 1191 is used to divert the cooling liquid of the fourth cooling liquid circuit L4 to the battery system 112. The second check valve 1192 is used to return the cooling liquid flowing through the battery system 112 to the fourth cooling liquid circuit L4. Exemplarily, in another implementation, as shown in FIG. 14. The second valve device 119 can be a multi-way valve. FIG. 14 shows an example in which the second valve device 119 is a four-way valve. In the multi-way valve, two interfaces are connected to the fourth cooling liquid circuit L4, one interface is used to connect the cooling liquid flow passage inlet of the battery system 112, and the other interface is connected to the cooling liquid flow passage outlet of the battery system 112. It can be understood that the above description of the specific implementation of the second valve device 119 is only an example and does not limit the embodiments of the present application. In specific implementations, other valve devices or combinations of valve devices can be used to achieve the function of the second valve device 119, which is not limited by the embodiments of the present application.

[0108] Exemplarily, as shown in FIG. 13 or FIG. 14, the cooling liquid diverted from the fourth cooling liquid circuit L4 is driven by the water pump 113 to flow to the cooling liquid flow passage inlet of the battery system 112. Then, after being output through the cooling liquid flow passage outlet of the battery system 112, the cooling liquid is returned to the fourth cooling liquid circuit L4 through the second valve device 119, and flows to the cooling liquid flow passage of the second heat exchanger 105 to form the fifth cooling liquid circuit L5.

[0109] Exemplarily, in the above-described heating and dehumidifying mode, due to the large load of the passenger compartment, the fourth cooling liquid circuit L4 shown in FIG. 12 is used to cooperate to achieve the above-described heating and dehumidifying mode. In this case, the greater the speed of the compressor 101, the more heat is released from the first refrigerant circuit to the fourth cooling liquid circuit L4. Therefore, in general, the temperature in the fourth cooling liquid circuit L4 can be adjusted by adjusting the speed of the compressor 101. For example, increasing the speed of the compressor 101 can increase the temperature in the fourth cooling liquid circuit L4. Conversely, reducing the speed of the compressor 101 can reduce the temperature in the fourth cooling liquid circuit L4. However, in the case where the compressor 101 is operating at the lowest speed, the heat in the fourth cooling liquid circuit L4 is still too large, and the temperature is still too high. For example, the temperature at the outlet of the second heat exchanger core 114 is detected by the temperature sensor to be greater than or equal to a first threshold value. At this time, the temperature in the fourth cooling liquid circuit L4 cannot be adjusted by reducing the speed of the compressor 101. Then, the fifth cooling liquid circuit L5 can be controlled to operate, so as to transfer the excess heat to the battery system 112, thereby heating the battery system 112, and further reducing the temperature in the fourth cooling liquid circuit L4.

[0110] If the compressor 101 is running at the lowest speed and the heat in the fourth cooling liquid circuit L4 is too large, the compressor 101 will frequently stop and restart, which will damage the performance of the compressor and the thermal management system. In the above scheme, when the compressor 101 is running at the lowest speed, the temperature in the fourth cooling liquid circuit L4 is adjusted by the fifth cooling liquid circuit L5, so that the heat in the fourth cooling liquid circuit L4 can be transferred and the temperature is reduced, thereby avoiding the frequent start and stop of the compressor 101.

[0111] In one possible implementation, for a large passenger cabin load, the fourth cooling liquid circuit L4 shown in FIG. 12 is used to cooperate with the implementation process of the above-described heating and dehumidifying mode. If the temperature in the first cooling liquid circuit L1 is too low and the compressor 101 is at the lowest speed, the temperature in the first cooling liquid circuit L1 cannot be adjusted by reducing the speed. At this time, the temperature in the first cooling liquid circuit L1 can be adjusted by the third cooling liquid circuit L3. For ease of understanding, reference can be made to FIG. 15 by way of example. In FIG. 15, the first refrigerant circuit, the first cooling liquid circuit L1, and the third cooling liquid circuit L3 can refer to the foregoing description, which will not be described herein.

[0112] By way of example, in the above-described heating and dehumidifying mode, due to a large passenger cabin load, the fourth cooling liquid circuit L4 shown in FIG. 15 is used to cooperate with the first refrigerant circuit and the first cooling liquid circuit L1 to implement the above-described heating and dehumidifying mode. The fourth cooling liquid circuit L4 shown in FIG. 15 can refer to the fourth cooling liquid circuit L4 shown in FIG. 13. In this case, the greater the speed of the compressor 101, the more heat the first refrigerant circuit absorbs from the first cooling liquid circuit L1. Therefore, the temperature in the first cooling liquid circuit L1 can generally be adjusted by adjusting the speed of the compressor 101. For example, increasing the speed of the compressor 101 can reduce the temperature in the first cooling liquid circuit L1. Conversely, reducing the speed of the compressor 101 can increase the temperature in the first cooling liquid circuit L1. However, in the case where the compressor 101 is running at the lowest speed, the temperature in the first cooling liquid circuit L1 is still too low. For example, the temperature at the outlet of the first heat exchange core 107 is detected by the temperature sensor to be less than or equal to the second threshold value. At this time, the temperature in the first cooling liquid circuit L1 cannot be adjusted by reducing the speed of the compressor 101. Then, the third cooling liquid circuit L3 can be controlled to operate, so that the temperature of the cooling liquid can be neutralized by the battery system 112. Further, the temperature in the first cooling liquid circuit L1 can be balanced or even increased.

[0113] By way of example, the above description mainly takes the structure shown in FIG. 15 as an example. In another implementation, the above-described adjustment of the temperature in the first cooling liquid circuit L1 by the third cooling liquid circuit L3 is also applicable to the structure shown in FIG. 14. The embodiments of the present application will not be described herein.

[0114] If the compressor 101 is running at the lowest speed and the temperature in the first cooling liquid circuit L1 is too low, it will cause the first heat exchange core 107 to frost and the compressor 101 to frequently stop and restart. It will damage the performance of the compressor and the performance of the thermal management system. In the above scheme, when the compressor 101 is running at the lowest speed, the temperature in the first cooling liquid circuit L1 is adjusted by the third cooling liquid circuit L3, so that the temperature in the first cooling liquid circuit L1 will not be too low. Thus, the first heat exchange core 107 is prevented from frosting and the compressor 101 is prevented from frequent start and stop.

[0115] In one possible implementation, which can be seen in Figure 16, in combination with the thermal management system shown in Figure 1, the thermal management system can further include a first cooling liquid circuit L1 and a sixth cooling liquid circuit L6. The first cooling liquid circuit L1 can be introduced as described above, and will not be described here. The sixth cooling liquid circuit L6 can include the cooling liquid flow channel of the second heat exchanger 105 and the target device 116. The target device 116 can be introduced as described above, and will not be described here.

[0116] In another possible implementation, the sixth cooling liquid circuit L6 can further include a water pump 110. The water pump 110 can be used to drive the circulation of the cooling liquid in the sixth cooling liquid circuit L6. For example, as shown in Figure 16, the water pump 110 can drive the cooling liquid to flow from the interface d 53 to the target device 116. Then, after passing through the target device 116, it flows to the interface d 54 to form the sixth cooling liquid circuit L6.

[0117] The thermal management system shown in Figure 16 can be operated in a heating mode for heating the vehicle passenger compartment. For example, in the heating mode, the first refrigerant circuit operates in the second flow mode shown in Figure 3. The first refrigerant circuit is used to absorb heat from the sixth cooling liquid circuit L6 and release heat to the first cooling liquid circuit L1. For example, the heating mode can utilize the heat generated by the target device 116 in the sixth cooling liquid circuit L6 to heat the passenger compartment. For ease of understanding, the following is an example.

[0118] For example, in the above heating mode, the high-temperature, high-pressure refrigerant output from compressor 101 passes through reversing valve 102 and enters the refrigerant channel of the first heat exchanger 103 for heat exchange. During this process, the controller controls the circulation of coolant in the first coolant circuit L1. This coolant flows through the coolant channel of the first heat exchanger 103, exchanging heat with the refrigerant in the refrigerant channel of the first heat exchanger 103 to dissipate heat. The cooled coolant, after absorbing heat, flows to the first heat exchange core 107. The first heat exchange core 107 exchanges heat with air to heat the air and provide heating for the passenger compartment. The refrigerant output from the first heat exchanger 103 passes through the first throttle valve 104 and enters the refrigerant channel of the second heat exchanger 105 for heat exchange. During this process, the controller controls the circulation of coolant in the sixth coolant circuit L6. This coolant flows through the coolant channel of the second heat exchanger 105, exchanging heat with the refrigerant in the refrigerant channel of the second heat exchanger 105 and releasing heat into the first refrigerant circuit. After absorbing heat, the refrigerant flows back to the compressor 101 through the reversing valve to continue exchanging heat with the first coolant circuit L1 to heat the crew compartment.

[0119] In one possible implementation, if the thermal management system is as shown in Figure 7, then in the above heating mode, the sixth coolant circuit L6 can be the bolded circuit shown in Figure 17. Specifically, the coolant flows from the interface d of the coolant flow channel of the second heat exchanger 105. 53 After output, it passes through interface d of the five-way valve 117. 61 With interface d 62 The coolant flows to the radiator 109 and the target device 116. Then, the water pump 110 drives the coolant to flow to the interface d of the five-way valve 117. 64 Then from interface d 65 Output. Pump 118 continues to drive coolant flow to heater 115. The opening and closing of the three-way valve 120 can be controlled to direct coolant flow to heater 115, instead of the second heat exchange core 114. Finally, coolant flows from the coolant channel interface d of the second heat exchanger 105. 54 Returning to the coolant flow channel of the second heat exchanger 105, it forms the sixth coolant circuit L6.

[0120] For example, the sixth coolant circuit L6 shown in Figure 17 does not pass through the second heat exchange core 114, meaning the second heat exchange core 114 is bypassed. In another possible implementation, the sixth coolant circuit L6 may pass through the second heat exchange core 114. For example, the coolant flow to the second heat exchange core 114 can be achieved by controlling the opening of the port of the three-way valve 120.

[0121] In one possible implementation, in the heating mode, if the temperature in the sixth cooling liquid circuit L6 is higher than the ambient temperature, the radiator 109 can be bypassed to avoid heat dissipation from the sixth cooling liquid circuit L6 to the ambient. For example, the temperature of the cooling liquid flowing out of the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 can be detected by a temperature sensor. 53 If the temperature of the cooling liquid flowing out of the interface d 62 is greater than or equal to the ambient temperature, the interface d 63 of the five-way valve 117 can be controlled to be closed, and the interface d 53 of the five-way valve 117 can be controlled to be opened. Thus, the cooling liquid flowing out of the interface d 63 of the cooling liquid flow channel of the second heat exchanger 105 flows to the target device 116, bypassing the radiator 109.

[0122] In one possible implementation, in the heating mode, if the ambient temperature is lower than a third threshold value or the heat generated by the target device 116 cannot meet the heating demand of the passenger compartment, the seventh cooling liquid circuit L7 shown in FIG. 18 in black and bold can be used to cooperate with the heating. Specifically, the cooling liquid flowing out of the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 flows to the interface d 61 of the five-way valve 117, and then flows to the interface d 65 . Then, the water pump 118 drives the cooling liquid to flow to the heater 115. Finally, the cooling liquid flows back to the interface d 54 of the cooling liquid flow channel of the second heat exchanger 105, forming the seventh cooling liquid circuit L7. In the seventh cooling liquid circuit L7, the heater 115 can be turned on to heat the cooling liquid.

[0123] For example, in one implementation, in the case where the ambient temperature is lower than the third threshold value or the heat generated by the target device 116 cannot meet the heating demand of the passenger compartment, the controller controls the seventh cooling liquid circuit L7 to operate. The heater 115 starts to heat the cooling liquid. When the temperature of the cooling liquid flowing out of the interface d 53 of the cooling liquid flow channel of the second heat exchanger 105 is greater than or equal to a fourth threshold value, the compressor 101 is turned on, and the first cooling liquid circuit L1 is controlled to operate. Thus, the seventh cooling liquid circuit L7 can release heat to the first refrigerant circuit, and the first refrigerant circuit can release heat to the first cooling liquid circuit L1, so that the first cooling liquid circuit L1 provides hot air heating through the first heat exchanger core 107. The specific implementation process can be referred to the foregoing description, which is not described herein again.

[0124] In a possible implementation, the heat management system provided by the embodiments of the present application can also be as shown in FIG. 19. The heat management system further includes a second refrigerant circuit, for example, see the circuit highlighted in black and bold in FIG. 19. The second refrigerant circuit includes the compressor 101 and a second throttling valve 121A. The second refrigerant circuit is configured to input at least part of the refrigerant output by the compressor 101 back into the compressor 101.

[0125] For example, in a specific implementation, when the ambient temperature is too low, for example, the ambient temperature is lower than a third threshold, the inlet pressure of the compressor 101 can be too low (for example, lower than 1 atm). In turn, the compressor 101 cannot work normally, so that the heat management system cannot work normally. In this case, although the compressor 101 cannot work normally for a long time, it can be started and run for a short time. Based on this, the controller can first control the compressor 101 to start and run the compressor at a low speed. So that at least part of the refrigerant output by the compressor 101 is input back into the compressor 101 through the second throttling valve 121A. Since the refrigerant output by the compressor 101 is high-temperature and high-pressure refrigerant, the high-temperature and high-pressure refrigerant flowing back into the compressor 101 can increase the temperature and pressure of the refrigerant at the inlet of the compressor 101. Thus, the compressor 101 continues to run.

[0126] In a possible implementation, in combination with the heat management system shown in FIG. 17, FIG. 18 or FIG. 19, the battery system 112 can be heated alone. For ease of understanding, see FIG. 20 for example. FIG. 20 is in combination with FIG. 17. The difference between FIG. 20 and FIG. 17 is that the coolant of the first coolant circuit L1 can be divided by the first valve device 111 to heat the battery system 112. Then, the coolant flowing through the battery system 112 is returned to the first coolant circuit L1. In this process, the first heat exchange core 107 does not perform heat exchange, that is, the first heat exchange core 107 does not heat the passenger compartment. Thus, the battery system 112 is heated alone. For example, the first heat exchange core 107 can be controlled not to perform heat exchange by closing the air blower or by mechanically blocking the air inlet of the first heat exchange core 107. The embodiments of the present application do not limit this.

[0127] In a possible implementation, in the heat management system shown in FIG. 7, the first valve device 111 and the second valve device 119 can be replaced by a multi-way valve, for example, see the multi-way valve 121 shown in FIG. 21. The multi-way valve 121 shown in FIG. 21 is taken as an example of an eight-way valve. In other possible implementations, the multi-way valve 121 can also be a nine-way valve or other forms of multi-way valve. The multi-way valve 121 is taken as an example of an eight-way valve and is introduced below. The multi-way valve 121 includes eight interfaces, which are represented by ①, ②, ③, ④, ⑤, ⑥, ⑦ and ⑧ respectively.

[0128] Exemplarily, the interface ① of the multi-way valve 121 is used to connect the outlet of the cooling liquid flow channel of the first heat exchange core 107. The interface ② of the multi-way valve 121 is used to connect the interface d of the cooling liquid flow channel of the first heat exchanger 103 34 . The interface ③ of the multi-way valve 121 is used to connect the interface d of the cooling liquid flow channel of the second heat exchanger 105 54 . The interface ④ of the multi-way valve 121 is used to connect the outlet of the cooling liquid flow channel of the second heat exchange core 114. The interface ⑤ and / or ⑥ of the multi-way valve 121 is used to connect the outlet of the cooling liquid flow channel of the battery system 112. The interface ⑦ and / or ⑧ of the multi-way valve 121 is used to connect the inlet of the cooling liquid flow channel of the battery system 112.

[0129] Exemplarily, the controller can realize the third cooling liquid circuit L3 or the fifth cooling liquid circuit L5 by controlling the opening and closing of each interface of the multi-way valve 121. For example, the controller can control the interfaces ①, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ② of the multi-way valve 121 to be opened, and the remaining interfaces to be closed to realize the third cooling liquid circuit L3. Or, for example, the controller can control the interfaces ④, ⑦ (and / or ⑧), ⑤ (and / or ⑥), and ③ of the multi-way valve 121 to be opened, and the remaining interfaces to be closed to realize the fifth cooling liquid circuit L5.

[0130] In the above scheme, the first valve device 111 and the second valve device 119 are replaced by one multi-way valve, which can increase the integration degree of the thermal management system, reduce the volume of the thermal management system, and reduce the complexity of the pipeline design.

[0131] It can be understood that the above-mentioned Fig. 21 is only an example and does not constitute a limitation on the embodiments of the present application.

[0132] In a possible implementation manner, the thermal management system provided by the embodiments of the present application can also be as shown in Fig. 22. The thermal management system shown in Fig. 22 is obtained by modification based on Fig. 19 and Fig. 21. It can be seen that in Fig. 22, the second refrigerant circuit replaces the heater 115, and the multi-way valve 121 replaces the first valve device 111 and the second valve device 119. The thermal management system shown in Fig. 22 can also realize any one of the refrigeration, heating or heating and dehumidification modes introduced in the foregoing. For details, reference can be made to the foregoing introduction, which will not be described herein again.

[0133] The embodiments of the present application also provide a vehicle, which can be seen from Fig. 23. The vehicle 2300 can include the thermal management system described in any one of the possible implementation manners introduced above.

[0134] It should be understood that in each embodiment of the present application, the magnitude of the serial number of each process does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0135] It should also be understood that the terms "comprises", "comprising", "includes", "including", "comprise", "comprising", "comprises", "including", "includes" and / or "comprise" when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0136] It should also be understood that the term "one embodiment", "an embodiment", "one possible implementation", "possible implementation", "some embodiments" and / or "some possible implementations" as used in the specification are intended to mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one implementation of the application. Thus, appearances of the phrase "in one embodiment" or "in an embodiment" or "one possible implementation", "possible implementation", "some embodiments" and / or "some possible implementations" in various places in the specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures, or characteristics can be combined in any suitable manner in one or more implementations.

[0137] Finally, it should be noted that the above-mentioned embodiments are merely used to illustrate the technical solutions of the present application, rather than limiting the technical solutions of the present application; although the present application has been described in detail with reference to the above-mentioned embodiments, those skilled in the art should understand that the technical solutions recorded in the above-mentioned embodiments can be modified or equivalent replacements can be made to some or all of the technical features; and the modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A thermal management system, characterized by, The heat management system comprises a first refrigerant circuit, the first refrigerant circuit comprising a compressor, a reversing valve, a first refrigerant flow passage of a first heat exchanger, a first throttling valve and a second refrigerant flow passage of a second heat exchanger; the reversing valve comprising a first interface, a second interface, a third interface and a fourth interface; The first refrigerant circuit has a first flow direction mode and a second flow direction mode, and the reversing valve is used to switch between the first flow direction mode and the second flow direction mode; In the first flow direction mode, the first interface and the third interface are connected, the second interface and the fourth interface are connected, and the refrigerant flow direction of the first refrigerant circuit is: from the outlet of the compressor, sequentially passing through the first interface, the third interface, the second refrigerant flow passage, the first throttling valve, the first refrigerant flow passage, the second interface and the fourth interface, and returning to the compressor; In the second flow direction mode, the first interface and the second interface are connected, the third interface and the fourth interface are connected, and the refrigerant flow direction of the first refrigerant circuit is: from the outlet of the compressor, sequentially passing through the first interface, the second interface, the first refrigerant flow passage, the first throttling valve, the second refrigerant flow passage, the third interface and the fourth interface, and returning to the compressor; The first heat exchanger and the second heat exchanger are liquid cooling heat exchangers, and the first heat exchanger and the second heat exchanger are used to exchange heat with a cooling liquid circuit in a vehicle.

2. The system of claim 1, wherein, In the first flow direction mode, the first heat exchanger is used to absorb heat, and the second heat exchanger is used to release heat; In the second flow direction mode, the second heat exchanger is used to absorb heat, and the first heat exchanger is used to release heat.

3. The system of claim 1 or 2, wherein, The outlet of the compressor is connected with the first interface, the second interface is connected with a first end of the first refrigerant flow passage, a second end of the first refrigerant flow passage is connected with a first end of the first throttling valve, a second end of the first throttling valve is connected with a first end of the second refrigerant flow passage, a second end of the second refrigerant flow passage is connected with the third interface, and the fourth interface is connected with an inlet of the compressor.

4. The system according to any one of claims 1-3, characterized in that, The cooling liquid circuit in the vehicle comprises a first cooling liquid circuit; The first cooling liquid circuit comprises a cooling liquid flow passage of the first heat exchanger and a first heat exchange core, and the first heat exchange core is used to exchange heat between cooling liquid and air; In a refrigeration mode, the first refrigerant circuit operates in the first flow direction mode, and the first refrigerant circuit is used to absorb heat of the first cooling liquid circuit, so that the first cooling liquid circuit provides cold air refrigeration through the first heat exchange core.

5. The system of claim 4, wherein, The cooling liquid circuit in the vehicle further comprises a second cooling liquid circuit; The second cooling liquid circuit comprises a cooling liquid flow passage of the second heat exchanger and a radiator; In the refrigeration mode, the first refrigerant circuit is used to release heat to the second cooling liquid circuit.

6. The system of claim 4 or 5, wherein, The cooling liquid circuit in the vehicle further comprises a third cooling liquid circuit; The third cooling liquid circuit comprises a cooling liquid flow channel of the first heat exchanger, the first heat exchange core, a first valve device and a battery system; the first valve device is used for distributing the cooling liquid of the first cooling liquid circuit to the battery system and returning the cooling liquid flowing through the battery system to the first cooling liquid circuit; In the refrigeration mode, the third cooling liquid circuit is used for refrigerating the battery system.

7. The system of claim 6, wherein, The first valve device comprises a first three-way valve and a first one-way valve, the first three-way valve is used for distributing the cooling liquid of the first cooling liquid circuit to the battery system, and the first one-way valve is used for returning the cooling liquid flowing through the battery system to the first cooling liquid circuit; or, The first valve device is a first multi-way valve, two interfaces of the first multi-way valve are connected to the first cooling liquid circuit, one interface of the first multi-way valve is connected to the inlet of the cooling liquid flow channel of the battery system, and the other interface of the first multi-way valve is connected to the outlet of the cooling liquid flow channel of the battery system.

8. The system according to any one of claims 1-7, characterized in that, The cooling liquid circuit in the vehicle comprises a first cooling liquid circuit and a fourth cooling liquid circuit; The first cooling liquid circuit comprises a cooling liquid flow channel of the first heat exchanger and a first heat exchange core; the fourth cooling liquid circuit comprises a cooling liquid flow channel of the second heat exchanger and a second heat exchange core; the first heat exchange core and the second heat exchange core are used for realizing heat exchange between cooling liquid and air; In the heating and dehumidifying mode, the first refrigerant circuit operates in the first flow direction mode, the first refrigerant circuit is used for absorbing heat of the first cooling liquid circuit and releasing heat to the fourth cooling liquid circuit, the first cooling liquid circuit is cooled and dehumidified through the first heat exchange core, and the cooled and dehumidified air is heated by the second heat exchange core.

9. The system of claim 8, wherein, The fourth cooling liquid circuit further comprises one or more of a radiator, an electric drive and an electric control.

10. The system of claim 8, wherein, The cooling liquid circuit in the vehicle further comprises a fifth cooling liquid circuit; The fifth cooling liquid circuit comprises a cooling liquid flow channel of the second heat exchanger, the second heat exchange core, a second valve device and a battery system; the second valve device is used for distributing the cooling liquid of the fourth cooling liquid circuit to the battery system and returning the cooling liquid flowing through the battery system to the fourth cooling liquid circuit; In the heating and dehumidifying mode, the compressor operates at the lowest speed, and when the temperature of the cooling liquid in the fourth cooling liquid circuit is greater than or equal to a first threshold value, the fifth cooling liquid circuit is used for adjusting the temperature of the fourth cooling liquid circuit.

11. The system of claim 10, wherein, The first valve device comprises a second three-way valve and a second one-way valve, the second three-way valve is used for distributing the cooling liquid of the fourth cooling liquid circuit to the battery system, and the second one-way valve is used for returning the cooling liquid flowing through the battery system to the fourth cooling liquid circuit; or, The second valve device is a second multi-way valve, two interfaces of the second multi-way valve are connected to the fourth cooling liquid circuit, one interface of the second multi-way valve is connected to the inlet of the cooling liquid flow channel of the battery system, and the other interface of the second multi-way valve is connected to the outlet of the cooling liquid flow channel of the battery system.

12. The system of claim 8, wherein, The cooling liquid circuit in the vehicle further comprises a third cooling liquid circuit; The third cooling liquid circuit comprises a cooling liquid flow channel of the first heat exchanger, the first heat exchange core, a first valve device and a battery system; the first valve device is configured to split the cooling liquid in the first cooling liquid circuit to the battery system, and return the cooling liquid flowing through the battery system to the first cooling liquid circuit; In the heating and dehumidifying mode, the compressor operates at a minimum speed, and when the temperature of the cooling liquid in the first cooling liquid circuit is less than or equal to a second threshold value, the third cooling liquid circuit is configured to adjust the temperature of the first cooling liquid circuit.

13. The system of any of claims 1-12, wherein, The cooling liquid circuit in the vehicle comprises a first cooling liquid circuit; The first cooling liquid circuit comprises a cooling liquid flow channel of the first heat exchanger and a first heat exchange core; the first heat exchange core is configured to realize heat exchange between the cooling liquid and air; In the heating mode, the first refrigerant circuit operates in the second flow direction mode, and the first refrigerant circuit is configured to release heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchange core.

14. The system of claim 13, wherein, The cooling liquid circuit in the vehicle further comprises a sixth cooling liquid circuit; The sixth cooling liquid circuit comprises a cooling liquid flow channel of the second heat exchanger and a target device, the target device comprising an electric drive and / or an electronic control; In the heating mode, the first refrigerant circuit is configured to absorb heat of the sixth cooling liquid circuit, and release heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchange core.

15. The system of claim 13, wherein, The thermal management system further comprises a seventh cooling liquid circuit; The seventh cooling liquid circuit comprises a cooling liquid flow channel of the second heat exchanger and a water heater; the water heater is configured to heat the cooling liquid in the seventh cooling liquid circuit; In the heating mode, the first refrigerant circuit is configured to absorb heat of the seventh cooling liquid circuit, and release heat to the first cooling liquid circuit, so that the first cooling liquid circuit provides hot air heating through the first heat exchange core.

16. The system of any one of claims 1-15, wherein, The thermal management system further comprises a second refrigerant circuit, the second refrigerant circuit comprising the compressor and a second throttling valve; The second refrigerant circuit is configured to re-input at least part of the refrigerant output by the compressor into the compressor.

17. The system of any one of claims 1-16, wherein, The first refrigerant circuit is integrated on a refrigerant substrate or a refrigerant support.

18. A vehicle characterized by comprising: The vehicle comprises the thermal management system according to any one of claims 1-17.

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